Stirling Moss’ Jaguar career

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Moss Edition

Updated XJ-S
Is this V12 coupe as
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JULY 2021 £5.99

WORKSHOP X300 XJ6 FRONT WING REPLACEMENT

 FIRST WORD

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Former Jaguar designer, Keith There’s no one better to discuss Our tech ed explains how to
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Part of the Fast Car Jim Randle’s, innovative history than this multiple owner (p92) and replace an X300’s
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July 2021 \ Jaguar World | 3


THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
26 20 YEARS OF
THE X-TYPE
Jaguar tried its best to take the
fight to German rivals with its first
compact saloon, the X-TYPE. We
look at what the company did right
and wrong by bringing an example
of an early and late X-TYPE together
36 E-TYPE SERIES 1
Five new E-types dazzled onlookers
from Jaguar’s stand at the Scottish
July 2021 Motor Show in 1961. We tell the
remarkable story of one of them,
restored in 2015 two decades after
being dismantled
44 DAIMLER DOUBLE-
SIX COUPE
One of the least successful yet
desirable Jaguars of the Seventies is
the rare Daimler Double-Six version
4 | Jaguar World / July 2021
26
of the XJ12 coupe. We track down among many others, having started
one of only 407 examples produced his professional career at Jaguar.
and explain what makes it special Follow the many successes and
occasional failure of Stirling Moss’
52 E-PACE P300e time competing for the company
A first drive of the new, plug-in
hybrid version of the recently 68 XKR MOSS EDITION
facelifted E-PACE; can an SUV In the early 2000s, five special XKRs
be practical, better for the produced for the Jaguar North
environment, but also fun? American market by a Californian
specialist were exceptional enough
56 MK X for Stirling Moss to put his name to
This 1964 Mk X suffered almost 40 them. Explore the history of these
years of neglect, hidden away for fascinating and rare cars
decades after a family tragedy. It’s
now back on the road 76 RESTORED KWE XJ-S
Discover the history behind this
62 STIRLING MOSS’ car’s remarkable restoration,
JAGUAR CAREER with subtle improvements to the
He would become one of the UK’s interior and suspension, to create
greatest racing drivers, winning 16 one of the nicest XJ-S V12 coupes
Grand Prix and the 1955 Mille Miglia we’ve seen
 36

62 76
56

Regulars Workshop 96 Q&A

We look into what lays behind an XJ6
6 NEWS 86 OUR JAGUARS 3.2’s cracking noise and an XK radio’s
Julian Thomson steps down as studio Paul Walton’s XF Sportbrake is worked so silence outside of London
director less than two years into the job, hard it requires a service, Craig Cheetham
while Jaguar Racing secures another podium
place, at the prestigious Monaco e-Prix gives his X350 XJ6 a well-deserved polish 98 CLASSIC WORKSHOP
and Jim Patten uses his E-type to head a Used parts specialist Auto Reserve takes
you through how to replace the front
12 JEC RACING funeral procession wing of an X300 XJ6
News from the first two rounds of the 2021
Saloon & GT Championship, at Silverstone 90 YOUR JAGUAR 102 GEARBOX
New products this month include a
15 MAILBOX Richard Green introduces his rare 2004
XKR Carbon Fibre convertible performance exhaust for the X150 XK
19 RICHARD BREMNER and a scale ‘design’ model from Jaguar
21 CRAIG CHEETHAM 92 MODERN WORKSHOP
23 KEITH HELFET Find out how to fix a faulty sunroof on
112 NEXT MONTH an X351 XJ as we follow Leeds-based
114 FINISHING LINES specialist, Tasker & Lacy

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July 2021 \ Jaguar World | 5

PROFIT ON PAPER
A strong performance during the first three months of 2021 saw
Jaguar Land Rover turn a profit over the last financial year
I N A year when Jaguar Land Rover sold
439,588 vehicles (123,483 being in the
fourth quarter, down 13.6 percent on
the previous year), and sales in China
increased by 23.4 percent year-on-year,
JLR’s pre-tax profit came to £662m for the
2020/21 fiscal year. Of that, £534m was
accrued in the last three months alone.
Free cash flow (the money left over after a
company pays for its operating expenses and
capital expenditures) of £729 million was
generated in Q4 to achieve a positive free
cash flow of £185 million after investment
spending of £2.3 billion for the full year. Also,
the £1.8 billion cash flow for Q2 to Q4 more
than offset the £1.6 billion cash outflow in
Q1, when Jaguar Land Rover’s plants were
closed for two months due to Covid-19.
6 | Jaguar World / July 2021
The earnings before interest and taxes
(EBIT) margin improved to 7.5 percent in
the final quarter and was up by 2.6 percent
for the full year, a rise of 10.7 and 2.5
points respectively year-on-year.
Said Thierry Bolloré, JLR’s new chief
executive officer, “Despite the pandemic,
this year has also seen significant positive
change, culminating in February with the
launch of our Reimagine strategy focused
on reimagining our iconic British brands for
a future of modern luxury by design.”
He went on to say that the strategy
is ambitious but will make JLR more
agile, efficient and sustainable with the
right product-plans to deliver against
its targets. “Jaguar Land Rover is well
placed to emerge from the pandemic as a
stronger and more resilient company that
is able to navigate and capitalise on the
opportunities ahead.”
However, despite the positive turnaround
in its fortunes, exceptional charges, which
the company had already warned about,
will mean a loss on paper: £1.5 billion of
exceptional charges in the fourth quarter
included £952 million of non-cash write-
downs of prior investments and £534m of
restructuring charges, which are expected to
be paid in the 2021/22 financial year.
Yet Bolloré was still positive about the
results for the future of the company. “In my
first set of full-year results as CEO of Jaguar
Land Rover, I have been encouraged by the
company’s resilience and strong recovery
during a uniquely challenging year. “
R-DYNAMIC BLACK EXPANDS
E-PACE RANGE
The new R-Dynamic Black Edition that
expands the E-PACE range features a choice
of plug-in hybrid (PHEV) and mild hybrid
electric vehicle (MHEV) drivetrains, state-of-
the-art connectivity and luxurious interiors.
The new R-Dynamic Black Edition is
based on the E-PACE R-Dynamic S, with
distinctive design elements to give it an
even more dynamic and sophisticated
presence – such as Gloss Black door mirror
caps and Gloss Black detailing to the front
bumper and lower grille surround, main
grille surround and grille tips. The side
window surround and side vent – complete
with the Jaguar leaper – also feature a
Gloss Black finish, along with the Jaguar
script and rear badging. Distinctive 19in
Satin Grey alloy wheels with contrasting
red brake calipers, privacy glass and a
Design director
Less than two years into his role, the man
leaves
Thomson (right) started his career at
who replaced Ian Callum as design director
has announced he is leaving Jaguar.
Julian Thomson ends his tenure with
Jaguar five months after Land Rover design
chief Gerry McGovern was promoted above
him to join the Jaguar Land Rover board as
chief creative officer across both brands.
Callum tweeted his reaction when news
first broke of his successor’s departure on 5
May. “So sad and disappointed to see Julian
Thomson leave Jaguar Design, especially at
a time when Jaguar needs directors of such
a high calibre, leadership skills and talent.
I wish Julian the very best for whatever he
does next. He will be sorely missed.”
panoramic roof complete the exterior.
The focal point of the new interior
design is the curved 11.4in HD touchscreen
integrated into the central instrument
panel, which operates JLR’s new Pivi Pro
infotainment system. There is also wireless
Apple CarPlay and wireless Android Auto.
With either 2.0-litre, four-cylinder
Ingenium mild hybrid (MHEV) powertrain or
309PS plug-in hybrid (PHEV) 1.5-litre three-
cylinder turbo, the E-PACE Black Edition is
available to order now at www.jaguar.com.
Jaguar
the British company in 2000 after tenures
at Ford, Volkswagen and Lotus, where he
designed the original Elise from 1996. He
spent the majority of his time at Jaguar as the
brand’s creative design director, responsible
for establishing the brand’s future look. He
was responsible for the important R-Coupe
and R-D6 concepts from 2001 and 2003,
respectively, that broke away from the past
and paved the way for a new style of Jaguar.
It is not known where Thomson will
move to and there has been no news yet as
to who will replace him, although rumours
suggest a Land Rover design executive will
take over the reins.
Goodwood to
celebrate Moss
All three of Goodwood’s 2021 motorsport
events will celebrate Stirling Moss, who
passed away in April 2020.
It was at the Goodwood Motor Circuit in
1948, only the second race meeting he had
ever attended, that Moss clinched his first
win. It was a day after his 19th birthday.
In the 14 years that followed, Moss raced
the Sussex circuit on a further 56 occasions,
winning 21 times and scoring a further 13
podium finishes, often behind the wheel of
a C-type during his 1951-54 stint as a works
Jaguar driver. Sadly, Goodwood was also the
scene of his career-ending accident in 1962.
The Festival of Speed, on 8-11 July, will
celebrate Moss as part of its theme ‘The
Maestros – Motorsports Great All-rounders’.
This year’s Revival, on 17-19 September,
will see the biggest-ever gathering of Moss
competition cars including XKC 005, the
C-type he drove to win the 1952 Reims
Grand Prix for Sports Cars.
Finally, the 78th Members’ Meeting,
on 16-17 October, will host the third
Moss Trophy, contested between GT cars
originally raced until 1962.
For tickets and further information, visit
www.goodwood.com/motorsport.
● Turn to p 2 to learn more about
Moss’ Jaguar career
July 2021 \ Jaguar World | 7
 THE RETURN OF THE BREAKFAST CLUB
An incredible 350 owners braved the inclement weather to take part in the first
Jaguar Breakfast Club of the year on Saturday, 22 May, held outside the British Motor
Museum, Gaydon. A celebration of two of Jaguar’s important engines were celebrating
their 50th and 25th anniversaries respectively, and the 175 V12 and V8-engined models,
which were the highlight of the event. Ranging from a Daimler Double-Six coupe to
an XFR-S Sportbrake, it was an impressive display of models through the ages. “What
dedicated Jaguar enthusiasts you all are,” said organiser Peter Simpson later on social
media, “and I applaud you all for joining us today. The meet was an inspiration.”
The club traditionally meets at the museum on the first Saturday of the month and,
following an event on 5 June, the next is planned for 3 July 2021. For further details,
visit www.jaguarbreakfastclub.org.uk
An XJ-S convertible and Daimler
Double-Six coupe

The XKR Silverstone that appeared in our

March 2016 issue

The XJR-S (left) appeared in our December This XFR-S Sportbrake was featured in our An early and late example of the X150
2018 issue March 2020 issue generation of XK

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place at Birmingham’s NEC, with special discount codes available discount code – KELSEYMAG – to receive £2 off all adult
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To ensure everyone gets the best possible experience while
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“Like everyone else, we’ve had to sit on the sidelines through the
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The show will be held on 12-14 November 2021. For information,
tickets and the latest updates, head to www.necclassicmotorshow.com.

8 | Jaguar World / July 2021

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 FIA Formula E World
After a double-points finish for Jaguar Racing, the team is now only two
points behind the World Championship leader
Round 7, Monaco
8 May 2021
Mitch Evans secured his third podium this
season after a thrilling race on the iconic
streets of Monaco, and there was a seventh
place for teammate Sam Bird.
Evans started the race in third after a
strong qualifying performance, making it
through to Super Pole from group one. He
had a busy drive behind the wheel of his
I-TYPE 5 tussling with the leaders, before
making a momentous overtake on Antonio
10 | Jaguar World / July 2021
Championship
Felix Da Costa into Beau Rivage to move
into first position with 15 minutes to go.
On the final lap Mitch had to defend
heavily from Da Costa, who had fractionally
more energy and was able snatch the lead
into the chicane.
“I got myself into a great position today,”
said Evans after accepting his trophy.
“Leading in Monaco is amazing, but that
came at a cost with the energy I used to
get there. I was really hoping to ride it out
until the end, but it just wasn’t meant to qualifying session was frustrating, I showed
be today. pace again in the race.
“They are still great points for the team, “As far as recovery drives go, this was
plus we can take positives from today, great. To come through the field from 16th
move forward and get ready for Mexico.” to seventh in Monaco is pretty cool.
Teammate Sam Bird started the race Evans in now third in the Drivers’
in 16th after a tough qualifying session. Championship, eight points behind current
In the first lap, he slipped past four cars leader Robin Frijns, while Bird is fifth, 11
on the inside of the Fairmont hairpin to points behind Frijns. In the Teams’ World
get up into 12th. He continued to show Championship, Jaguar Racing is in second
his pace by carving his way through the place, only two points behind Mercedes-EQ
pack, using Attack Mode and FanBoost Formula E Team.
strategically, and making decisive overtakes
to finish in seventh. ● The FIA Formula E World
“We’ve had fantastic pace today,” he Championship heads to Mexico for
said afterwards. “We dominated both rounds eight and nine on Saturday,
free practice sessions and, although my 19 June and Sunday, 20 June 2021.
LET NOTHING ELSE
INTERRUPT YOUR
EXHILARATION.

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MOTORSPORT | JEC RACING

Jaguar Enthusiasts’ Club, Saloon & GT Championship

Rounds 1 & 2, Silverstone International Circuit 24 April 2021
WORDS COLIN PORTER

A
PHOTOGRAPHY NICK AND ROGER GAGE
GLORIOUS fiesta of racing was
just the thing to banish the
long lockdown winter blues.
And what could be better than the
spring sunshine that greeted the JEC
Saloon & GT paddock at Silverstone
International for its first ever outing
with the Classic Touring Car Racing
Club and British Automobile Racing.
A colourful carnival of historic touring
cars rubbing shoulders with the well- ABOVE: Overall winner Tom Robinson leads James Ramm BELOW: Michael Holt (X300) and Richard Coppock (XJS)
heeled Lamborghinis, Ferraris and other
exotica in the Britcar Championship.
Race One
At lights out for the start of the 2021
Championship, Matthew Davis (XJR6),
making his debut, was unable to get away.
The stranded Jaguar was then hit by an
unsighted Capri starting in the Pre-83
Touring cars from behind the Jaguars.
There was then further drama when
leaking fuel ignited the car, but the driver
– who was unhurt – quickly exited and
the marshals promptly extinguished the
flames. A sad debut, but thankfully no traction to pass Michael Seabourne and was
one was injured. able to press Holt, before Holt retired (oil
Having been red-flagged due to the leak) for an early Class C battle. The hugely
incident, the grid was reformed. As the experienced Derek Pearce (XK8) closed
Jaguars streamed off the line it was the on Seabourne to fight for Class B, Simon
fast-starting James Ramm who lead into Lewis (XJ6) the early leader in Class A from
Abbey Corner with Tom Lenthall looking Dunford and Dave Ringham (XJS 4.0).
down the inside of Robinson’s XJR6. Robinson gradually made inroads into
Richard Coppock (XJS 4.0) found good mon ew s was an ear y ea er n ass the gap to Ramm and, on lap three, had a
look around the outside at Stowe Corner
RACE ONE RESULTS before pulling a stunning late braking
First Second Third manoeuvre at Vale to take the lead. He
Overall Tom Robinson James Ramm Tom Lenthall hung on to take the overall race win and
Class A Simon Dunford David Ringham - Class D by less than a second.
Class B Michael Seabourne Derek Pearce Rick Walker Behind them, Lenthall had an untroubled
Class C Tom Lenthall Richard Coppock -
race to take third and Class C and
Class D Tom Robinson James Ramm Lawrence Coppock
Meguiar’s GT Drive of the Day, while
Seabourne held off Pearce for Class B. In a

Simon Dunford driving his XJS to a class A victory Michael Seabourne (XJ40) tries to out-brake Derek Pearce’s XK8

12 | Jaguar World / July 2021


close father-and-son competition, Lawrence
Coppock (XJS V12 6.0) took third place
Class D from Coppock Jnr, second Class C.
In a very competitive field of Class B
cars, Rick Walker (XJS 3.6) showed strong
pace for third ahead of Daniel Stewart (XJS
4.0) and the improving newcomer Michael
Atkinson (X300), who collected Meguiar’s
Saloon Drive of the Day. Dunford was able
to close out Class A after Lewis was forced
to retire on lap six (oil leak).
Rick Walker finished second in Class B
Second in Class A was David Ringham
RACE TWO RESULTS
First
Overall Tom Robinson
Class A Simon Dunford
Class B Mike Seabourne
Class C Tom Lenthall
Class D Tom Robinson
JEC RACING | MOTORSPORT
Derek Pearce in his XK8 was third in Class B
Race Two James Ramm riding the kerbs. He would finish second
Robinson made a poor start from pole
and was fifth going into Abbey for this season. They should be joined at
the first time. Ramm led the way from Donington for the next round by Colin
Lawrence Coppock, who made a blistering Philpott, who experienced an ECU fault
opening sprint to pass Robinson, Lenthall, prior to the race weekend, and Guy
Seabourne and Pearce. Connew in the V12 XJS.
Holt made rapid progress on lap one, Holt collected Meguiar’s Saloon
moving through the field smartly after Drive of the Day for his charge through
starting from the back of the grid in the pack to finish sixth overall and
the X300. Robinson was quick in the Lawrence Coppock collected the GT
second sector making up for his poor prize after starting sixth and finishing
start, moving up to second at the end of fourth. Lenthall amassed another Class
Hanger Straight. C win; Seabourne likewise in Class B and
Ramm held the advantage until lap Dunford in Class A.
three, when Robinson was able to
slipstream Ramm’s XJS and pass down
Hanger. Robinson opened a small lead
of about two seconds until Ramm found
some time with a very quick lap ten and
closed within a couple of tenths. Lenthall,
having a good weekend, passed Coppock
(Snr) to move to third. The Coppock
family duel was then joined by Holt and
Seabourne and, at one point, they were
three abreast going into Abbey.
Ramm pressed Robinson hard over
the closing laps, but couldn’t find a way Tom Lenthall was victorious in Class C
past, the Somerset driver winning by
the narrowest margin and setting up
what looks to be a tight and thrilling
contest for Class D and podium honours
Second Third
James Ramm Tom Lenthall
David Ringham –
Rick Walker Derek Pearce
Richard Coppock Michael Holt
James Ramm Lawrence Coppock Michael Atkinson
July 2021 \ Jaguar World | 13
E M A I L : j w m . e d @ k e l s e y. co . u k FACEB O O K : F a c e b o o k / J a g uarWo r l d M o n t h l y INSTAGRA M : j a g . w o r l d

The originator of the Letter of the Month will receive a gift from Jaguar’s ial
lifestyle range. This month, a leather Jaguar keyring. For the full range of
Jaguar-branded products, please go to the online store at shop.jaguar.c k/

LETTER OF
THE MONTH
Over the past year or so, there have
been a number of interesting articles,
comments and letters regarding the
future of Jaguar. Many of the points
raised relate to the automotive industry
and the direction it’s heading, rather than
Jaguar specifically.
Peter Tromans, in the May 2021
issue, suggests that Jaguar should revert
to the Eighties. Unfortunately, the
automotive world has fundamentally
changed since then.
The UK now represents a very small
slice of the global market, with most
manufacturers focusing on emerging
markets in China, India etc. Potential
buyers in these markets have very
different tastes and little interest in
nostalgia or heritage – hardly surprising
when their own industry was rolling
out obsolete BL models, such as the
Austin Maestro in China and Rover SD1 From my own experience of new cars, I warranty runs out. Inevitably, faults aren’t
in India. It’s unlikely that Jaguar will agree with Peter that the build quality of fixed and rattles appear where trim
focus on UK tastes, but what the wider new cars has declined. I bought a new car gets disturbed and there is no thought
market is wanting. three years ago to replace a 14-year-old about disruption/inconvenience to the
The way in which cars are made Jaguar. Due to its poor reliability (with customer. Most manufacturers, including
has also fundamentally changed. In over 80 days off the road) mainly due to Jaguar, are guilty of this.
the Eighties, cars relied on mechanical recurring electrical faults, I have ended up Why buy a new car? While mobile
technology, which evolved at a slow pace. keeping my Jaguar (which has only had phone compatibility is nice, new cars lack
Today, however, cars rely on electronic time off for regular servicing and MOTs) the character of older ones and aren’t as
technology, which moves at a much and it will be my Jaguar I shall keep when well built.
faster pace. Manufacturers prefer this as the PCP expires for my new car. Jaguar World features many Jaguars
it means they can build cars much more But, while car buying and that would make great everyday vehicles.
cheaply and it guarantees obsolescence manufacturing have changed, customer The articles are an invaluable source to
– in the same way as mobile phones. service has not. With cars more reliant anyone contemplating buying a Jaguar
It gives the consumer more gadgetry on electric technology, reliability issues or simply keeping it on the road. I was
and allows connectivity with other are most likely electronic of nature, particularly interested in the XK feature
electronic technologies. Equally, if car and notoriously difficult to track down. in the May issue (p24) which is an
life is being limited in the same way Manufacturers need to be much more automotive bargain at the moment and
phone manufacturers stop supporting receptive to replacing faulty vehicles probably my next car purchase. Please
old phones, then costs can be saved instead of simply referring owners don’t modernise your magazine.
elsewhere on build quality. to dealers to be patched up until the Charles Goodall

July 2021 \ Jaguar World | 15

Missing the point
As a regular reader I look forward to
receiving your magazine and was particularly
excited knowing you were featuring 15 years
of the XK [see JW, May 2021, p24].
I was a little disappointed at the end
of your XK Spotters Guide (p37) to read
your review of the XK Dynamic R and see
the photograph of the Italian Racing Red
car from the Jaguar Heritage collection in
identical livery to my own, purchased in
2014 and still very much driven, enjoyed
and cherished. I think you missed the salient
points in the upgrade list of this car while
relating solely the cosmetic changes to the
previous base model and, in truth, most of
the other previous so-called special editions.
Not only did this car come with all those
that were previously available to order,
the Speed and Black Packs, deeper front
and rear splitters, larger rear wing and side
sill extensions, as well as Vortex wheels
and interior seat and fabric upgrades
etc, it was, more importantly, also gifted
the performance active exhaust. Better
still, the bin parts were raided to find the
XKR-S suspension, alloy front steering
knuckle, brakes and dynamics and thus a
10mm reduction in ride height to improve
handling, with the limited top speed
increased to 174mph.
You have said on previous occasions
that Jaguar often ‘save the best to last’
and I truly believe this to be the case. I
challenge you to drive my car and the
previous year model back-to-back and you
will see instantly how the ride, cornering
and steering are sharper and more intuitive
when pushed in the way this car begs to
be driven, but not in the wild fashion the
XKR-S longs to be pushed.
This car really is the wolf in sheep’s
clothing but can, when desired, be a real
gentleman. I am fortunate to have enjoyed
this experience crisscrossing the continent
on several occasions, pushing along the
autobahns and Swiss and Italian mountain
passes and touring the hugely underrated
NC500 and Ireland’s Wild Atlantic Way.
The Jaguar XK Dynamic R really is the
very best of the XKs.
H shoddy and badly built. It’s one thing to
Found some
Referring to your article about the X150
generation of XK [see JW, May 2021,
p24] you write, “…between 2005 and
2008, Jaguar also built 1,274 XKs with
the 3.5-litre V8; nothing is known about
the cars’ market, nor if any still exist.”
Germany was one such market where
these X150s with the small 3.5-litre V8
were officially sold and I found ten for
sale online. So you see, there is more
than just one survivor. I’ve included an
advert about the Jaguar XK 3.5-litre
convertible that was published in the
German magazine Auto Motor und
Sport, from May 2008.
Rolf Bohrmann
No end of trouble had to appreciate that the Yank tanks
My family has had some brushes with could gobble up the miles and offer
Jaguar cars down the years, although we far more comfort and features than
don’t own any right now, but I was given any comparable British car, and that’s
a copy of the May Jaguar World. leaving out the Mercedes and BMWs
While the magazine is interesting, one altogether, before which no amount of
does notice a thread, or breathless praise, patriotic praise can prop up downright
for Jaguar’s older models, especially the awful BMC-era cars.
years when their output was downright There’s a lot going for reviewing cars,
and presenting a true picture of them.
display patriotism for a British brand and There is also a lot going for admitting
an iconic motorcar, but quite another shoddy workmanship, because it makes
to make statements like “…a Jaguar has the future cars (and the older models),
always brought me home…” (or words to seem that much better, showcasing the
that effect). fact that an industry can pick itself up
I’ve used a Jaguar in the UK, and and offer the public improved products.
the car was no end of trouble. Frankly, Having said that, as a marque-
a Japanese rice rocket was far more specific publication, I like the get to and
reliable and some of them did have enthusiasm. I may even subscribe to the
some character. In fact, when I used print version, COVID-19 permitting.
some of the American land-yachts, one Kartik S Aiyar

16 | Jaguar World / July 2021

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 Jaguar’s pricing pathway
IN MARCH 1961, a Jaguar E-type fixedhead coupe cost
£2,196, 19 shillings and tuppence, just over a third of
the money Ferrari charged for its 250 GT 2+2, a car not
so different from the E-type. Never mind the claimed
150mph performance, or a car that Enzo Ferrari himself
reckoned was the most beautiful in the world, or that this Jaguar was
a close evolution of the triple Le Mans-winning D-type, with that low
price the E-type was a mouthwatering, gotta-have-it car. Perhaps
Jaguar could usefully reignite this winning mix for its 2025 relaunch as
an electric luxury brand.
Not that a £2,000 car was cheap in 1961, and if you wanted to buy one
of those pesky foreign models its price
would have been inflated by import
duties. But even against British cars, the
£2,197 E-type was still amazing value, IT’S EASIER TO MAKE
the Aston Martin DB4 costing £3,968, A MARGIN ON A HIGH-
the tiny Lotus Elite £1,949. And against
a Porsche? The decidedly more modest END, LOW-VOLUME
356 Super 90 coupe was £2,493. CAR IF THE DEMAND IS
Sir William Lyons was able to
maintain this kind of pricing advantage CONSISTENTLY THERE
for a good couple of decades after the
E-type’s launch, not only with glamorous sports cars, but also saloons.
Eventually,though,theeconomicrealitiesofmassmotorcarproduction
caught up with Jaguar and its owners, and the 1986 XJ40 was priced
closer to parity with its competitors, as were the later S-TYPE and
X-TYPE. How Lyons managed to make his cars so affordable is still
something of a mystery, but low investment in his factories and lower
quality than you’d enjoy from a Mercedes must be factors.
So, what is the significance of this price comparison 60 years after
the fact? Well, it could be a template for the reinvented Jaguar that
will emerge in 2025 as part of JLR’s Reimagine strategy. It will be
pitched not as a premium manufacturer competing directly against
the overwhelming might of BMW, Mercedes and Audi, but as an all-
electric luxury sports car maker, with prices to make you think twice
about ordering an Aston or a Ferrari. In other words, the market
positioning it enjoyed in the Sixties.
The strategy might provide Jaguar with the chance, once again,
to undercut the offerings of its rivals while providing a car at least as
good, and make a decent profit. It has no chance of doing that with the
slow-selling XE and XF against their volume-selling BMW equivalents.
But, offering more specialised, more exclusive, technologically
appealing and – a key element this – highly desirable new cars might
allow Jaguar to carve out a profitable niche. It’s easier to make a
margin on a high-end, low-volume car if the demand is consistently
there. Producing something of what
Ferrari, Aston Martin, Bentley and
Lamborghini sell for compellingly less
might just provide that demand.
But, I hear you mutter, doesn’t that
push Jaguar into Porsche’s path? Well
yes, but no. Among the fortunate
well-off, Porsche is nowhere near
as exclusive as Ferrari, Lamborghini,
Bentley or Aston Martin. Which is
no surprise, given that Porsche prices
start at £46,000, a base 911 costing £85,000. The starting price for a
Ferrari is almost double, at £166k. The entry ticket for a Lamborghini
is £165k, a Bentley £152k and an Aston £123k. That’s quite a price gap
between these four and Porsche in which Jaguar could sit. Not that
selling cars more expensive than Porsche will be easy. But, genuinely
arresting beauty, excitement, excellence, technology and exceptional
customer service might do it. Especially if the cars appear comparable
to Ferraris and Bentleys, and cost decisively less. Many makers have
profitably offered more for less. Far fewer, however, have embarked on
so bold an ascent of the price ladder in so short a time, and convinced
buyers that their new, born-again motorcars are worth the extra. This,
surely, will be Jaguar’s biggest challenge.
July 2021 \ Jaguar World | 19
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 The X-TYPE’s launch

WRITING THE comparison between the first and last and list price (where the X-TYPE 2.5 Sport would have made a huge deal
X-TYPEs for this issue (p26) led me to a moment of of sense), but on CO2 emissions, where no V6 petrol engine was going
reflection about my entire career. to excel. And that made it very hard to argue in favour of the X-TYPE
Back in 2001, I was a young motoring journalist and, when a BMW 320d or an Audi A4 1.9TDI was a substantial chunk of
having cut my teeth on a series of classic car titles, I’d cash cheaper per month for ‘user-chooser’ fleet drivers. To get behind
just started my first job on a mainstream car magazine – as a staff writer the wheel of the X-TYPE as a company car, you had to really want one.
at Auto Express magazine in London. And, given that fleets were Jaguar’s big target market, it was a hammer
My passion for the Jaguar marque was well-known among my blow to the car’s launch.
colleagues so one of my first roles was to follow the upcoming At the time, Jaguar was intent on not losing any of the car’s
launch of the all-new ‘baby Jaguar’, which was revealed in February ‘Jaguarness’. We were told about it in press conference after press
2001, just ahead of the Geneva Motor Show (shown here with conference. The all-wheel-drive layout distinguished it from the Ford
Premier Automotive Group’s vice president, Wolfgang Reitzle, Mondeo(withwhichitsharedseveralstructuralcomponents),whilethe
former Formula One driver Nikki petrol engines differentiated it from
Lauda and the managing director of less enthusiast-focused models. The
Jaguar, Jonathan Browning).
I wrote a number of news stories JUST WEEKS AHEAD OF marketing spin was in full revolution,
but it didn’t really matter. Head over
and features on the car as its launch THE CAR’S LAUNCH, THE heart, the rivals were more compelling.
approached, and, because I was such a
Jaguar fan I was kind to it. I wanted it to BRITISH GOVERNMENT You could have estates, you could have
be a huge success, and through talking TURNED COMPANY CAR diesels, and the enthusiast element was
tempered by the likes of Alfa Romeo
to so many people at Jaguar during its
gestation I could tell that they were
TAXATION ON ITS HEAD embracing the oil-burning revolution.
In the cold light of day, Jaguar was
fully invested in it. It was, in many ways, playing catch-up from the start.
a more significant car than the S-TYPE before it. I remember asking about diesel and estate models at the car’s media
There was a lot to like about it, too. The mini-XJ styling, the launch in Chailly, France. I was told by Jaguar’s PR folk to “never say
innovative four-wheel-drive set-up and Jaguar’s commitment to filling never” and even got early wind of the forthcoming 2.1-litre front-
it with the latest technology were all admirable, while the new wheel-drive model, which had been brought forward due to the
‘compact’ 2.5-litre version of the S-TYPE’s V6 was a step in the right taxation changes. And I came away perplexed. I’d driven two X-TYPEs
direction. But, only a step… on that event – a 2.5 SE and a 3.0 Sport – and I loved them both. They
You see, while the X-TYPE was undeniably the right car at the right were great cars then, and they still are today. But, they were the wrong
time – a time when the BMW 3-Series had gone from being a posher, cars for that moment. While I saw the X-TYPE’s potential, I also saw
but low-ish volume alternative to mainstream company cars to being it as an own goal. Something that many people at Jaguar challenged
the most popular car in the sales reps’ car park – the Jaguar wasn’t me on, but I suspect wouldn’t disagree with today. In time, as we all
ready for the fight it was facing. And I was not the only motoring know, the X-TYPE evolved. First came front-wheel drive, then a diesel
journalist to recognise this. engine, then an estate. By the mid-2000s, there was an X-TYPE-shaped
It didn’t help Jaguar’s cause that, just weeks ahead of the car’s launch, answer to every model in the BMW 3-Series line-up, but the launch
the British Government turned company car taxation on its head. From momentum had been lost, and Jaguar’s dream of 100,000 X-TYPEs a
1 March 2001, benefit-in-kind tax was no longer based on engine size year was never to materialise.

July 2021 \ Jaguar World | 21

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 Jim Randle’s gas turbine hybrid
NOW THAT hybrids have joined Jaguar’s line up –
including the E-PACE featured on p52 – I’m reminded
that the concept of a Jaguar powered by an internal
combustion engine working alongside an electric
motor goes much further back.
In the late Eighties, Jaguar created an advanced engineering group
under engineering director Jim Randle’s leadership. Its remit was to
look at advanced vehicle engineering in
allitsforms,butparticularlypowertrains.
The team would investigate hybrids long JIM HAD BELIEVED IN
before the idea had become universally
accepted. GAS TURBINES SINCE
The concept solved a potential HIS APPRENTICESHIP
problem for Jaguar because there was, AT ROVER, WHEN
at the time, impending legislation in
California for ultra-low-emissions. HE WAS INVOLVED
Hybrids did offer a chance of achieving WITH ITS GAS
this – especially when using an electric
drive charged by a natural gas turbine. TURBINE-POWERED
Jim had believed in gas turbines since
his apprenticeship at Rover, during the
LE MANS CAR
early Sixties, when he was involved with
its gas turbine-powered Le Mans car. Gas turbines are small, quiet, have
a single moving part and operate at one speed, resulting in complete
combustion that produces hugely reduced amounts of emissions.
In fact, Jim was so convinced by the idea that when he left Jaguar
in around 1991 and became professor of mechanical engineering at
Birmingham University, he continued with his research.
He went on to explain the idea to several European car
manufacturers. It was Volvo that became interested in his work,
which culminated in the ECC concept of 1992 that featured a small
gas turbine powering an electric motor mounted on the rear axle
(pictured). But, and all too reminiscent of his later years at Jaguar,
the project was canned when the Swedish company was bought out
by Ford in the late Nineties.
Yet, there’s no denying that Jim was ahead of the curve. The
current drive for zero emissions and reducing climate change means
that the chance of cars using internal
combustion engines powered by
fossil fuels in the medium term is
unlikely. But, the storage of energy
in batteries is the weakest part of
all electric vehicles – resulting in a
limited range and a relatively slow
recharge. To counter this, I know
most of the industry is working on
hybrids where either compressed air,
or more likely hydrogen, become the
means to having an unlimited range.
So, whether they are powered by
air or gas, I wouldn’t be surprised to
see turbines fit into the future hybrid
equation because I think they make a lot of sense. Just as they did
to Jim Randle, 40 years ago.
Keith Helfet was a Jaguar designer between 1978 and
2002. His most famous creations are the XJ41, XJ220, XK
180 and F-type concept, plus the design themes for the XK8.
He currently runs his own design company
July 2021 \ Jaguar World | 23
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 T W I N TEST

26 | Jaguar World / July 2021

Th X-TYPE evolved a fair bit over its nine- ear roduction
run as Jaguar tried its best to take the fight to German

W
July 2021 \ Jaguar World | 27

And, as a silver X-TYPE weaved its way
along a snowy mountain pass, its all-wheel-
drive chassis making light work of the
treacherous conditions, its 30-something
driver ignores the advances of a
supermodel for the pleasure of driving his
car as Isaak bursts into a crescendo of “and
I…. don’t want to fall in love, with you…”
The ad closes with a slogan flashing up –
The New Jag Generation – before finishing
with the line, The Power of Performance.
An old television advert might not sound
like much, but for Jaguar this was a pivotal
moment. It was arguably the first time that
the company had truly looked forward in
its advertising rather than relying on the
laurels of the past. The very fact that the
marketeers referred to the X-TYPE as a
‘Jag’ being a statement in itself. This was
new, cool, not stuffy. Everyone called a
Jaguar a Jag, so why shouldn’t Jaguar?
28 | Jaguar World / July 2021
It had also spent a fortune on the advert,
which was filmed in New Zealand and was
directed by Grammy-winning Australian
producer Jeff Darling; just part of the
almost limitless budget that Jaguar spent
on launching its most important new car in
a generation.
It didn’t matter that the implausibly
handsome chap behind the wheel of the
TV advert car had no usable cupholder, no
company-car, tax-friendly, diesel option or
that the rear subframe was from a Mondeo
estate – he was in his element. Cool,
confident and in his prime. The very kind of
customer that Jaguar was desperate to get
behind the wheel of its critically important
new model. After all, a lot was riding on
X400 (the X-TYPE’s internal codename).
Not only was there a £300m investment at
Ford’s Halewood factory, where the X-TYPE
would be built on the old Escort line, but
there was also a brief to double Jaguar
sales, which were steadily rising on the back
of the new S-TYPE and revised XJ ranges.
“The X-TYPE connects Jaguar with
a different type of customer,” said the
company’s managing director, Jonathan
Browning, at the X-TYPE press launch in
Dijon, France, in May 2001. “It challenges
existing perceptions of Jaguar, broadening
the appeal and accessibility of the marque,
and it drives forward our ambitious growth
strategy, which began with the launch of
the S-TYPE in 1998. Today, Jaguar is selling
more cars in more markets than ever before
and X-TYPE is targeted with helping us
double sales once again.”
His statement was backed up by Jaguar’s
marketing director, Phil Cazaly, who
said, “We expect the X-TYPE to attract
a significant number of new customers,
particularly younger people who previously
may have regarded a Jaguar as beyond their
reach or as being unsuitable for their active
lifestyles. Delivering practicality as well as
performance and style, the X-TYPE presents
a completely new proposition. It will help us
to make rapid advances in areas where we
have traditionally been under-represented,
such as with women drivers and amongst
‘user-chooser’ company car drivers.”
There was certainly a lot of hubris
around Ford’s Premier Auto Group (PAG)
when the X-TYPE made its debut in
2001. Here, at long last, was the car that
would finally give Jaguar a foothold in the
burgeoning compact executive market. A
saloon that would not only take the fight
to BMW and Audi, but could do it with the
style, sophistication and driver appeal that
only a Jaguar could offer.
Conceived as part of Ford’s ten-year
Jaguar Master Plan, the approach to
broadening the brand’s model range was a

softly, softly one. First, in 1998, came the
unapologetically retro S-TYPE, a car that
took Jaguar into a new market with one
foot firmly in the past.
The X-TYPE was already a concept
back then and two options were on the
table. One was to build the car on a
truncated S-TYPE platform, maintaining
the traditional Jaguar virtue of rear-wheel
drive. The second was to look elsewhere
in the Ford stable for a platform that could
also be developed.
Ironically, given what followed, if Jaguar
hadn’t over-estimated the production
potential of the X400, the rear-drive
platform may have won out. But, to do so, it
would need to be built alongside the S-TYPE
at Castle Bromwich, where capacity for
Jaguar’s projected 100,000 units per annum
simply didn’t exist. Where PAG did have that
capacity, though, was Halewood, Merseyside.
From 1968, the site had been home to
another British icon, the Ford Escort. But,
with Escort production finally drawing to
a halt three years after its replacement,
the Belgian-built Focus, which had sent
shockwaves through the compact hatchback
sector, the facility was to stand idle. Building
the new Jaguar there would offset many
job losses and keep the factory alive, and it
would secure much-needed investment into
the project via the Government’s North-
West Development Agency.
The brief was to create a car for what
the marketing types quickly categorised,
The New Jag Generation. A Jaguar that
would appeal to the under 40s – meaning
less of a focus on wood and leather, and
the emphasis instead skewed towards
technology, driver appeal and – of course –
what ‘Jaguar’ stood for.
Under the skin, the decision was made
to build the X-TYPE on Ford’s CD132
platform, which underpinned the Mondeo
Mk 3 and would also go on to be the base
platform for the Volvo S40 and Mazda 6. A
sensible approach from an engineering and
cost-saving perspective, but one that made
TWIN TEST
X-TYPE 2.5 & X-TYPE 2.2D
Jaguar’s senior management twitchy. Jaguar
was a company renowned for its bespoke
engineering, and it was imperative to play
down the Mondeo connection – something
which would later backfire massively.
So keen was Jaguar to not talk about the
Mondeo bits that the automotive media
were determined to do the opposite, and
the ‘Mondeo Jag’ reputation stuck fast,
the irony being that there was less than 20
percent commonality between a Mondeo
hatch and an X-TYPE, which had the floor
pan, bulkhead and some of the front sub-
assemblies of the Mondeo and the heavy
duty rear subframe of the Mondeo Estate.
Otherwise, it was 80 percent Jaguar. To
paraphrase Michael Caine, not a lot of
people know that.
The engineering brief stipulated that
the model had to ‘feel like a Jaguar’. It also
instructed that the X-TYPE would have
to have the best steering of any car in its
class, and ride comfort that was befitting
of the brand, as an exemplary ride was a
Jaguar hallmark. And for that it earned ten
out of ten.
The CD132 platform was a good one.
When the Mondeo was launched in 2000, it
was universally praised for its handling ability,
comfort and delectable balance, which bade
well for the X-TYPE. But, Jaguar’s resistance
to adopt front-wheel drive from the outset
meant that all launch models would have
four-wheel drive, with a 60 percent bias
towards the rear. In some ways, that was
mistake number one, as it bumped the price
up in order to not upset Jaguar purists.
The second dropped ball was the
decision to offer the X-TYPE with V6 petrol
engines only, which was great for setting a
July 2021 \ Jaguar World | 29
performance benchmark for the model, but to Wayne Burgess (who went on to pen with marketing messages about the
not ideal when competing with German rivals many of Jaguar’s much bolder designs of model’s ‘Jaguarness’, which were all well
in fleet sales, fuel economy or CO2 stakes, the 2000s and 2010s). and good, but led the automotive media
where their modern and efficient diesels were The X-TYPE was revealed in February into a mode of suspicion and cynicism
streets ahead. In some respects, you have to 2001, although it would be a further four during the car’s protracted launch. The
show some sympathy to Jaguar here, as when months before it went into full-scale irony being, of course, that the Mondeo
the X-TYPE was conceived most company-car production. That gave Jaguar just enough was universally considered to be the best-
tax schemes were focused on engine size and time to tie itself in knots around how the handling car in its class, and the Audi A4
list price rather than exhaust emissions, but car would be marketed. and A6 were based on the platform of the
in 2001 the UK government delivered a cruel Rather than be upfront about the basic inferior VW Passat, yet this did the German
blow in the form of CO2-based benefit-in- architecture of the car, Jaguar persisted firm no harm at all…
kind tax, and a V6-powered Jaguar was no
competition to a BMW 320d in terms of its
effect on your take-home pay.
It’s a shame, as the X-TYPE engines were
fabulous. The range-topper was the same
3.0-litre 231bhp unit found in the S-TYPE,
while a smaller capacity 2.5-litre derivative
of the engine was specifically developed for
the model, offering 194bhp and later fitted
to a new entry-level S-TYPE as well.
Styling-wise, the X400 would take the
proportions and styling cues of the XJ,
so that meant quad headlamps and a
traditionally curved D-pillar that made it
instantly identifiable as a Jaguar, but in a
far less retro way than the S-TYPE, as the
newcomer needed to have a bolder, more
youthful appeal. It was the last Jaguar to
be fully styled under the supervision of
Jaguar’s late design director Geoff Lawson,
with much of the exterior styling attributed

L-R: An early sketch by Wayne

Burgess; a design clay from the
late Nineties; a lot of time went
into the car’s handling during
development; all X-TYPEs were
produced at Halewood; rig
testing; in the wind tunnel; the
2004 estate was an important
addition to the range

30 | Jaguar World / July 2021


Irrespective, the X-TYPE was well
received by the motoring media, who loved
its handling and the fact it was a ‘baby Jag’
– something that was clearly very welcome
and had been a long time coming.
Their biggest criticism was of the engine
choices. The 2.5- and 3.0-litre V6s were
great engines, make no mistake, but they
appealed only to the upper end of the
compact executive market and were no
threat, in terms of running costs, to the
four-cylinder and diesel units offered by
rivals. They also failed to give Jaguar the
foothold it needed in the fleet market,
thanks to that shift towards CO2-based tax.
Jaguar knew this and had to react quickly,
accelerating the development of models it
should have made available from the outset.
The first was the X-TYPE 2.0, introduced in
early 2002. The 2.0 (which was, technically,
.
a 2.1-litre) came with a shorter stroke
version of the 2.5 petrol V6 and was more
economical, but was also front-wheel-drive
only, making it the first ever Jaguar to have
power supplied at the ‘wrong’ end. The
lesson Jaguar learned here, a bit too late,
was that most buyers didn’t actually care.
The following year, the book of Jaguar
tradition was torn to shreds and the best-
selling of all X-TYPEs arrived – the diesel.
The Jaguar engine was a development
of the Duratorq 2.0- and 2.2-litre TDCi Then, in 2004, came the handsome
engines found in the Mondeo and (whisper estate, the first production Jaguar under
it…) Transit. Buyers and drivers didn’t new design director Ian Callum. If only
seem to care, while fleet managers were Jaguar had bitten the bullet in the first
delighted. Here was another option for instance, launching the X-TYPE with a full
them that promised decent residual values, model range, then it may have achieved
low running costs and could be bought the intended 100,000 annual sales. In
with a batch of Fords if necessary to help reality, the first year of the full range being
negotiate a pack deal. available (2004) was also the X-TYPE’s best,
July 2021 \ Jaguar World | 31
 Among the nip-and-tuck elements
, ,
increasing the length of the car by 10mm, a
restyled grille, mirror-mounted indicators,
a modernised and uprated dashboard, twin
cupholders (at last) and a new six-speed
manual gearbox, along with a long overdue
sequential automatic transmission option
on diesel variants.
The changes refreshed the car and kept
sales ticking along, but the death knell
would sound for the X-TYPE in the near
future. Because, in March 2008, on the
back of the global economic downturn and
the Chapter 11 bankruptcy filings from its
close rivals General Motors and Chrysler,
Ford was forced to sell off the Premier
Auto Group brands and instead focus on its
‘One Ford’ strategy. Jaguar and Land Rover
were sold as one, to Indian-based Tata, the
owners of other once-British companies,
including British Steel and Tetley Tea.
Tata quickly revisited the Jaguar Land
Rover (JLR) business plan, and decided
to bring forward production of the Land
Rover LRX concept (which would become
the Range Rover Evoque) and earmarked
it for the Halewood production facility,
where the Freelander, on which it was
based, was already taking up the slack from
the X-TYPE’s unfulfilled potential. The
32 | Jaguar World / July 2021
Jaguar’s most im ortant new model ever.
You have to show some
sympathy to Jaguar here,
as when the X-TYPE
was conceived most
company-car tax schemes
were focused on engine
size and list price
Bringing together one of the very first
X-TYPEs with one of the very last helps
to tell the story of what went right and
what went wrong, something which is ably
demonstrated by the 2001 and 2009 cars we
have here. The former is a 2.5 SE from the
very start of production. It’s a June 2001 car
that would normally be on a ‘Y’ registration,
along with only the first three months of
cars sold. It’s an all-wheel-drive car with the
engine that defined the X-TYPE at launch.
Spending its formative years in Guernsey,
it’s a low-mileage example in remarkable
condition. Worth noting, is that it’s been
fitted with modern, 17in rims from a Jaguar
XE, which suit it surprisingly well, filling the
arches better than the 16in alloys it would
have come with originally.
Jag Generation. These were aimed at f eet
that could be sold in bulk, if necessary.
The two cars also show how the X-TYPE
evolved over the years as Jaguar refined
the concept.
The exteriors of both cars look little
different. The 2009 one sits a bit lower, its
chunkier bumpers and wider, less-ornate
grille giving it a more mature look. But, the
visual differences aren’t huge – the 2007
facelift wasn’t a massive one. The most
obvious difference is the mirror-mounted
turn signals, a revision shared with the X358
generation of XJ, which was introduced as
an X350 facelift the same year. The look
continues the scaled-down XJ appearance for
which the X-TYPE was always best-known.
The biggest differences are in the interiors.
Back in 2001, the launch-spec X-TYPE was
a big step forward for Jaguar and its single-
piece moulded dash was arguably its most
interesting feature – a new cost-saving
measure by Jaguar, but one which also
promised to get rid of creaks and rattles.
Visually, it was also a massive improvement
over the 1998 S-TYPE, which was widely
criticised for its interior layout and quality.
Indeed, when the S-TYPE was facelifted for
the 2002 model year, it was a near replica of
the X-TYPE dash that answered the critics.
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 TWIN TEST
X-TYPE 2.5 & X-TYPE 2.2D
Then, there was the touchscreen, which
was a major feature of higher-spec X-TYPEs.
Combining sat-nav, stereo, a trip computer
and c imate control modules into one unit,
the screen used what Jaguar called ‘haptic
feedback’ to emit a pu se when touched. In
2001, this was high-end tech, even if it does
look decidedly clunky compared to today’s
multimedia in-car screens. But, 20 years
ago, this was the kind of tech used to reel
in The New Jag Generation.
Among these positives, though, time
has thrown up a few negatives, mostly in
terms of the way the X-TYPE’s cabin was making a fine wine – part science, part art.” What these cars demonstrate more than
put together. Rattly door trims are a feature Cross was, of course, referring to the anything is that with the flagship models
of almost every early X-TYPE, and it’s near TRACTION-4 all-wheel-drive system fitted of the X-TYPE range, Jaguar got it right
impossible to find one where the windscreen to early cars and which does, indeed, deliver first time. They created cars that were fast,
air vents aren’t curling up at the edges. a fine balance – the 60 percent rear bias is responsive, good looking and a delight
These, along with the general fit and noticeable when pu ling out of corners, the to drive: the very essence of Jaguarness
finish of the car overall, are things that were early cars having a great deal more stability and more than enough to distract Mr
clearly refined as the X-TYPE evo ved (along than later front-wheel-drive models. Yet Handsome in the TV advert from the lady
with, sadly, the rampant sill corrosion that these are nuances that the enthusiast will vying for his attention.
seems to affect pre-2005 cars, but not so notice, but not the average driver. The But, they also demonstrate just how
much later models). Inside the 2009 car, front-wheel-drive X-TYPE diesel we have wrong Jaguar got things in 2001. By getting
despite the diesel engine, things fee a lot here is still a sharp and agile car, and while itse f tied in knots over the car’s marketing
, , , - - .
muc c un er ee an s more rac ca eas o a ance an s res onses o e ca e a r n s n man wa s e er ec era on
- –
cu o ers – e a s a were a sen rom s a ou ercen e car a e a - no an en us as s one. ass , ue -e c en ,
te aunc mo e even t ou t e w ee - r ve mo e s w t ten ercent o ts re ne we -ma e an com orta e t s
a uar an s ac o un ers an n o a c rc e ano er ac or a e vas ma or on an u a e r own ame. e
eet r ver s e on t e roa er a s o u ers wou ave seen as an a vanta e a -w ee - r ve mo e s t e more
,
- - -
n ne cc n ne cc c -

CC

Thanks to: Ian Caswell (2.5) and Jarrod Griffiths (2.2)

34 | Jaguar World / July 2021

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 R E STORAT I O N

36 | Jaguar World / July 2021

 . , ,
, , , , .

, -
,
. –
-
. .
- -
. , ,

July 2021 \ Jaguar World | 37

 a question, to which Bruce agreed. They ABOVE: Period shots n un nown ons. BELOW: Fa u nt or s correct n every respect
bought themselves an E-type, much to the
chagrin of the local Jaguar dealers.
Guy remembers the E-type well, and, as
an eight-year-old boy, his father would often
drop him off at the school gates, where the
car must have caused a sensation among the
other boys. But, it was short lived.
Twenty-two-year-old Nicholas (Nick)
Moor, who lived next door, had placed an
order for an E-type, but was delighted to
learn that his neighbour would sell him his
E-type. Nick was desperately sad having lost
both his parents; his father, Jack, had been
a formidable force in pre- and post-war
sprints and racing, driving modified cars that
were finished in distinctive yellow-and-black
and that he called Wasps. Jack gave a good
account of himself racing in the fledgling
500 formula, often finishing on the heels
of (Sir) Stirling Moss and Jack Wharton,
and had built a child’s replica of his race car
for Nick. He called it the Wasp 150 (it still
survives). Built around ex-war department
spares, it had wheels from a munition
carrier used at the D-Day landings, the rear

38 | Jaguar World / July 2021

 RESTORATION
E-TYPE S1

Then, in 1976, its long-term owner,

Just another day for Marc Gordon as he drives through London
cowling was part of a WW2 Spitfire nose,
and was powered by a Villiers engine, Nick
demonstrated it at the Shelsley Walsh hill
climb, aged just 12.
Although Guy was now denied his
school ride, he did still see the E-type;
Jack Moor’s garage was nearby and full of
memorabilia – a man cave way ahead of
its time. Guy remembers Nick’s wonderful
aunt, who, after helping to clean the
E-type, would prepare legendary afternoon
teas. The car’s current owner, Marc
Gordon, caught up with Nick to capture
some memories. Nick explained how the
local dealers wouldn’t take a 22-year-old
seriously and that his neighbours, Bruce
and June, owned the E-type and he was
tremendously lucky to get the deal. He also
owned a 3.4 Mk 2 at the time.
Although Nick and his E-type must have
been an enviable sight on the local roads,
he remembers the car as, “A stack of
trouble,” although living close to Browns
Lane helped him to deal with any issues
– such as the night he saw flames spitting
from the exhaust. He called the factory,
which sent someone to collect the car for
remedial work.
Nick stuck with the E-type, though,
despite a huge number of offers to sell
the E-type. But, he was young, and four
years later, in 1965, he sold it in favour of
a Mini Cooper S, something Nick reckons
he was “stupid” to do. Perhaps Jaguar got
on top of the reliability issues, though,
because Nick had the confidence to
buy two more E-types later, a fixedhead
coupe and open two-seater. In later life,
Nick had a chance to see 860015 after it
had been restored and thought it looked
better than when he owned it.
There is a short break in the ownership
trail, but, in August 1969, Martin Burton
appears as the owner until November
1972, when the E-type passed to Anthony
Ward. Its colour had been changed to
Regency Red in 1971, as confirmed by an
entry in the old-style cardboard logbook.
William Johnston, took possession. The
classic car movement was in its infancy
at the time and the E-type had only just
gone out of production. Few would have
given an early 3.8 a second thought,
even if it had appeared at a motor show.
Nobody is sure about the condition of
YSG at the time, but then 15 years old, it
would not have held up well. It is known
that Johnston dismantled the car ready
for restoration, probably as E-type values
started to climb. In 1985, William and his
wife retired to Cernay, in France, shipping
the dismantled E-type over in 1992. There
it lingered under a cover, barely protected
from the elements.
Classic Motor Cars (CMC) has a talent
for sniffing out interesting cars, and, in
2013, came upon chassis number 860015.
Mr Johnston had passed away, but his
widow was pleased to let the E-type go.
It proved to be in a terrible state, but
William had been fastidious in keeping the
BELOW: As found in Cernay, France. Components
were stored in the barn

LEFT: Note the

original engineered
dot configuration
of the dash
RIGHT: Original engine
has been rebuilt to
as-new condition
LEFT: Interesting boast
on the heater from
Rossleigh Jaguar

July 2021 \ Jaguar World | 39

 Living in North London might be seen by some as a
difficult place to exercise older cars, but not to Marc
parts together, including the rare ‘Forced
Draught Fan’ badge on the heater.
CMC’s client, Chris Ballard, showed
interest in 015 and commissioned the
restoration. Although a blessing that the
E-type was complete, the condition was
so bad that CMC recorded 2,956 hours
on a full back-to-the-shell restoration,
many of the hours spent on rescuing
such original components as the
engine and carburettors, rear axle
assembly and gearbox, as well as the
all-important electrical components
bearing the date of manufacture.
When the car was finished in
2015, Chris used his car, sparingly. He
was invited to show at the Salon Privé at
Blenheim Palace, picking up a class win in
the Best of British category.
The E-type was back on the market again
in 2018 when it caught the attention of
Marc Gordon, who has appeared in these
pages before with his Eagle Engineered
E-Type [see JW, February, 2021]. Marc
is a real enthusiast who loves to use his
cars, racing an XK 150 and another early
E-type. Living in North London might
be seen by some as a difficult place to
exercise older cars, but not to Marc,
who knows the area well and chooses
his timing to suit. He is thrilled with this
significant E-type, and has covered more
than 4,000 miles to date, often driving
to circuits such as Brands Hatch, Lydden
Hill, Snetterton and Silverstone where his
racing Jaguars wait for the day’s sport.
He has also shown the E-type at the 2019
Hampton Court Concours d’Elégance.
40 | Jaguar World / July 2021
arc or on w e co s o or ow
E-type, at Hampton Court
As I head into London to see this
E-type, I know at the outset that it will be
a pleasurable day. Marc eases the E-type
out of his garage, allowing me to park in
the slot while we play. Our first stop is to
an expensive Sixties apartment block, that
could well have been home to an E-type
in period, which, apart from doors and
windows, looks unchanged. There, I get
my first real chance to look the E-type
over and imagine the emotions it created
in those who took their first glances at
an E-type at the Glasgow show. It goes
without saying that the restoration is
superb, but the meticulous attention to
detail is impressive all the same. It seems
a strange thing to say, but, as early cars
go, this one is late enough to have inside
bonnet locks (from August 1961).
In fact, fixedhead production didn’t
start in earnest until July 1961. Inside, the
so-called steeple back seats had yet to
be changed in production for the wider-
back versions, offering more support for
the driver and suited to the fixedhead
only. Given that this car was kept in poor
storage, such features as the engineered
dot finish on the aluminium sections of the
dash are in amazing condition. Under the
bonnet is correct in every detail and I am
enchanted by the Forced Draught Fan sign
on the heater.
I hardly notice the restricted seat
adjustment and flat floor beneath my feet
as I pull into the streets of London. Heads
swivel as Marc directs me into hidden
areas and I am desperate to explore more.
We take the inner and outer ring roads
around Regent’s Park and delight in the
experience. Obviously, there isn’t an
opportunity to exploit the performance,
but I can see how an early E-type acquits
itself in traffic, albeit it light for London.
The single-bladed cooling fan cuts in and
keeps the temperature at an acceptable
level, and the oil pressure is reassuringly
constant. CMC has made a great job of
putting the Moss gearbox together, and,
as I make sure to judge the revs correctly,
the shift from third to second is silent.
Marc has no intention of selling
his car, and is determined to use it
whenever possible. And in this, the
E-type’s 60th anniversary, I suspect that
will be quite a bit. JP
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44 | Jaguar World / July 2021
MO D E L P RO F I L E

July 2021 \ Jaguar World | 45

MODEL PROFILE
O
DAIMLER DOUBLE-SIX COUPE
NE OF the least likely
pairings in music history
occurred when David Bowie
appeared on Bing Crosby’s
1977 TV show and they sang
Little Drummer Boy together. The mix of
Bowie’s bohemian, slightly androgynous
look and Crosby’s classic crooner style
was universally considered to be even
odder than when Richard Nixon met Elvis
Presley in the Oval Office.
The same could be said of the Daimler
Double-Six coupe. The oldest car brand
in British history was – even by the mid-
Seventies when under Jaguar’s stewardship
– still seen as more refined and traditional
Jaguar’s sales literature clearly aimed the
Daimler coupe at top businessmen
46 | Jaguar World / July 2021
than its racier upstart of a parent company.
Its image wasn’t really one to mix with
the, albeit handsome, rakish two-door V12
coupe then, but that’s exactly what Jaguar
did. The resultant car always suffered from
a slight identity crisis and was, therefore,
only built in tiny numbers.
Ever since the 2.5 V8 in 1962, followed
by the 420-based Sovereign four years
later, there had been a Daimler version of
Jaguar’s saloons. They had a distinctive,
luxurious image with minimal cost and
effort on Jaguar’s behalf, and doubled the
company’s range. It also kept Daimler’s
established, more conservative owners
happy; they might have been as modern as
Harris tweed, but they were often wealthy
and loyal to the brand. Her Majesty Queen
Elizabeth II, for example, always chose a
Daimler over its Jaguar sibling until the
brand was discontinued in the mid-2000s.
Jaguar chose the Frankfurt Motor Show
in September 1973 to debut the XJ6 and 12
Series 2, and sitting alongside them was a
two-door coupe based on the new saloon.
Using the standard-length wheelbase
produced a handsome car with close to
perfect proportions, while the pillarless
windows and deletion of the front quarter
lights resulted in a cleaner, neater and
more graceful appearance. The American
magazine Road Test hit the nail on the
head in its August 1976 issue by describing
the design as, “A pleasing, elegant shape.”
The coupe was apparently a favourite
of Jaguar’s founder, Sir William Lyons,
who was instrumental in pushing the car
into production following issues with the
window seals, which resulted in it not going
on sale until the spring of 1975.
Naturally, there was a Daimler-branded
version that followed the same recipe as
the saloon, only differing on the exterior
by the badging, a thin chrome strip running
down the length of the bonnet and the
fluted grille and boot finisher. Inside, there
was a better grade of burr walnut veneer
and thicker carpets. Yet, despite the minor
differences, the 4.2 Sovereign and 5.3
Double-Six coupes were significantly more
expensive than their Jaguar counterparts;
in 1976, the latter was £8,259, around
£230 more than the Jaguar equivalent.
This difference impacted on sales. The
coupe was never made in huge numbers
anyway over the two-and-a-half years it
was produced, but of the 10,426 that were
built, a mere 407 were Double-Sixes. This
makes the Daimler V12 one of the rarest
production cars ever to leave Jaguar’s
Browns Lane factory.
It wasn’t just the high cost that made the
Double-Six coupe unsuccessful. Daimler
owners were more likely to be chauffeured
than drive themselves and space in the rear
of the coupe was too tight for a judge or
member of the landed gentry – a concept
supported by the fact that a little under
25k of all varieties of the straight-six
and V12 Daimler Series 2 saloons were
produced. Plus, aside from its earlier SP250,
even before Jaguar’s takeover in 1960,
Daimler was more associated with stately
saloons than two-door sports coupes. It
was the XJ12 version, don’t forget, that
competed (unsuccessfully) in the 1977
European Touring Car Championship. Using
the Daimler brand would have been akin to
Harold Wilson competing the 100m sprint.
As a result, the Double-Six coupe
has become something of a unicorn; so
scarce, they’re almost never seen. But,
we’ve managed to hunt down one that
exemplifies the breed.
July 2021 \ Jaguar World | 47
 This glorious British Racing Green Daimler
Double-Six was registered in February 1978,
three months after production of the coupe
ended, and is one of the final examples
of the two-door XJ to have been made
with either branding. Recently restored
by Turner Classics, of Ramsgate, Kent, it
perfectly illustrates what makes the model so
special. The extra cost aside, it’s difficult to
understand why the Double-Six wasn’t more
popular. Daimlers of the past were always
about elegance and with its perfect
proportions and compact dimensions,
there’s no more elegant car of the
Seventies than the XJ coupe. Being a
Daimler adds further sophistication
to the model compared to the
Jaguar, which was more likely the
choice of scoundrels. The optional 15in
Kent alloys add something to any make of
car they’re fitted to, but they especially suit
the coupe, giving it a sportier look than the
standard steel wheels and chrome hubcaps.
Like skinny jeans on anyone past the age of
25, few cars can pull off a vinyl roof but the

48 | Jaguar World / July 2021

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 MODEL PROFILE
DAIMLER DOUBLE-SIX COUPE
coupe does, the Daim er especially, the rich
material adding to the car’s luxury image.
When I open the seemingly never-ending
door (it’s 4in – 101.6mm – longer than the
saloon’s), I’m greeted with more rich burr
walnut than a furniture showroom. The
veneer is no doubt slightly thicker than a
standard model’s, yet it looks little different
from an XJ12’s or even the entry 3.4-litre
saloon, for that matter. Aside from the few
usually optional extras that were added
as standard, you have to applaud Jaguar’s
audacity for charging so much more for
what is an identical car to the XJ12.
It is comfortable, though. With wide,
squashy seats and plenty of room in the
front, the coupe was made for cruising,
preferably somewhere glamorous between
Saint-Tropez and Monaco. Obviously that’s
impossible for me now due to current Covid-
19 restrictions (plus, I need to be home by
teatime), so the Kent coast wil have to do.
The sun is shining and the sky as blue as restoration and it’s a real gem, pulling With its perfect blend of style, performance
a painting by the French artist Yves Klein, smoothly, effortlessly and inaudibly through and rarity, I don’t mind admitting I’m very
so I lower all four side windows – due to a the three-speed GM 400 automatic gearbox taken by this big, green coupe. And, judging
lack of room in the wing, the rears sinking as (there wasn’t a manual version). Road testers by the many positive responses when
awkwardly as my 80-year-old father sitting at the time were crit cal of the XJ12’s ultra- posted images on our social media pages, so
on the floor – then pull back the large, light, fingertip steering, arguing it lacked is everyone else. Which can mean only one
period-correct Webasto sunroof that Turner bite. While that’s unquestionably true, it thing: just as Little Drummer Boy later became

PW

50 | Jaguar World / July 2021

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 F I R ST DR I V E

In a fresh direction for the company, Jaguar’s new

three-cylinder hybrid drivetrain is incredibly clean,
but is the E-PACE still as exciting? We drive a recently
facelifted example of the compact SUV to find out
WORDS PAUL WALTON PHOTOGRAPHY JAGUAR

I T WASN’T that long ago

when the word hybrid simply
meant a cross-pollinated
flower or, perhaps, an
informal greeting for
someone called Bridgette. Today, it’s
associated with a growing sector of the
car market, those with both a traditional
combustion engine and one or two electric
motors that, when worked together, lower
emissions and improve economy, without
detracting from performance.
It’s an area that Jaguar had shied away
from. But, with hybrids becoming more
popular as consumers look for cleaner,
more economical cars, and governments
across the world put lowering CO2 high
on their agendas, Jaguar has invested
quickly and heavily in the technology,
rolling it out across its saloon and SUV
range, including the E-PACE.
Physically, the car received a quick update
at the same time – nothing too major, but
the new front and rear bumpers, updated
lights and revised grille mesh design (the
diamond detailing is apparently influenced
by the Jaguar Heritage logo) are enough to
refresh an already handsome car.
The E-PACE has always been one of
Jaguar’s better-built models, so interior
updates are just as minimal. There’s
an integrated 11.4in curved-glass HD
touchscreen at the centre of the dashboard
(which Jaguar says is now anti-glare, a
previously common problem), which
controls the new Pivi Pro infotainment

52 | Jaguar World / July 2021


system. Together with the new leather-
wrapped Driver Selector, which features
distinctive ‘cricket ball’ stitching, and
improved touch points throughout, the
classy interior is even more stylish.
There are several variants in the E-PACE
hybrid range, mainly 2.0-litre petrol and
diesel mild hybrids (MHEVs) that, with
a smaller battery, cannot be driven on
electric power alone. The motor is there
to help the petrol or diesel engine perform
more economically. More interesting is the
P300e I’m driving, which is a plug-in hybrid
(PHEV). Its batteries can only be recharged
using an external power supply, which
means it can travel – on paper at least –
34 miles on battery power.
BIGGER
CHOICE
The larger F-PACE
now also comes
with new plug-in
hybrid range
Using the same basic
hybrid technology as
the E-PACE P300e, the
F-PACE’s power is courtesy
of a 296bhp 2.0-litre four-
cylinder petrol engine and
a 105kW electric motor.
At 1,831kg, this bigger,
aluminium car in fact
weighs 342kg less than the
steel-structured E-PACE,
resulting in a harder
acceleration than its smaller
sibling: it takes a mere five
seconds to reach 60mph.
There is also a surprisingly
fruity exhaust note under
heavy acceleration to go
with its sporty pretentions.
In EV mode, the P400e
can reach 33 miles on a single
charge, while the petrol
engine car (apparently)
returns 130.2mpg and emits
49-57g/km.
Not to be left out, the
F-PACE’s interior has also
received a significant refresh,
with improved materials and
a large, central touchscreen
putting the Jaguar on a par
with its more expensive Land
Rover cousins. Together
with the powerful hybrid
drivetrain, the update has
created a truly special,
Power is courtesy of a 200PS (197bhp) yet environmentally
1.5-litre three-cylinder Ingenium petrol – a friendly, SUV.
first for Jaguar, but has already seen service
in the Range Rover Evoque – and an 80kW
(107bhp) electric motor. The latter is located
on the rear axle and is powered by a midships-
mounted 15kW battery. The E-PACE has a
7kW onboard charger, so it can be plugged
into a DC fast charger or a 32kW charger for
an even faster repower. The result of the two
motors working together is a combined CO2
figure of a polar-cap saving 44g/km, while
fuel economy is – on pap… you’re already
there – an astonishing 141mpg. Even a lighter
burns more fuel than that.
I know many of you who own V8- or
V12-engined models will be more
July 2021 \ Jaguar World | 53
FIRST DRIVE
E-PACE P300e
horrified than a vegan in a steakhouse at
the thought of a three-cylinder Jaguar,
but if we want to protect the planet from
future harm, these are the changes we need
to make. Unless it’s rubbish to drive, of
course, in which case I’m with you.
Thankfully, the figures look promising: a
0-60mph time of a little over six seconds
puts it on a par with the Ford Fiesta ST.
The car automatically starts in EV mode on
the press of a button, while the petrol engine
cuts in when throttle response equates to
1,500rpm, although there’s also an electric-
only option that stops this. Smooth, quiet E-PACE P300e
and easy to drive, the motor has sufficient R-Dynamic S
power for short distance commuting but, Engine 1,498cc 3-cyl
unlike full electric cars such as the I-PACE, Combined power
you won’t suffer from range anxiety because 309PS (304bhp)
Torque 398lb ft
the petrol engine automatically kicks in when comfortable SUV. Jaguar Max speed 134mph As I discovered while driving
the batteries are depleted. has clearly listened, though. 0-60mph 6.1secs an I-PACE recently [JW, May
There is an almost seamless transmission Following reengineering of Transmission 8-spd auto 2021, p52], the infrastructure
as the petrol engine joins the electric motor, the front suspension, this Economy 141mpg for charging electric cars still
the only sensation being a very gentle push new P300e is a lot more CO2 44g/km isn’t wide or reliable enough
as if riding a wave. And, despite the odd supple; loose gravel no longer List price £45,995 for high-mileage users. This
number of c linders the 1500cc en ine induces the spine-crunchin Price as tested £51,645 makes the E-PACE P300e with

PW

If we want to protect the planet from future

harm, these are the changes we need to make

54 | Jaguar World / July 2021

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 CL ASSIC D R I VE

W O R D S & P H OT O G R A P H Y J I M PAT T E N

Hidden away for decades, this 1964 Mk X

is back on the road after almost 40 years

A
NNOUNCED IN October My own connection to this Mk X is who had been killed racing a Cooper Norton
1961 and aimed squarely through an XK 120. At the age of just 19, at Boreham in August 1951. Just months’
at the American I bought an albeit-rough XK 120, but it old, the XK was locked in a garage in a big
market, the gargantuan was on the road and I adored it. My father house in the village of Hartley Wintney, in
Mk X was Jaguar’s had obviously spoken of my latest idiotic Hampshire, and never saw the light of day.
biggest car, although it acquisition at his London office, was told of a I had desperately wanted to see the car, but
proved surprisingly nimble, immensely similar car, and even given a black-and-white the family were immensely private. Then,
comfortable and smooth. However, photograph to show me. Apparently, this during a visit to Grahame Bull at Camberley
reliability issues and supply problems 1951 example, finished in black, was owned Marine and Sports Cars about this Mk X, he
made it a late starter. by the brother of my father’s acquaintance, told me what had happened to it.

56 | Jaguar World / July 2021

 Grahame Bull has spent his entire life
in and around the Fleet area, his family
being long-time residents. A passionate
enthusiast as well as a motor trader in
classic cars, he prides himself on knowing
about most of the Jaguars in his locale and
probably knows the owners, too. He knew
about the XK 120, and had made contact
with the custodian back in the Eighties, but
neither it, nor the other cars with it, were
for sale… until 2014, when Grahame was
informed of the disposal of vehicles from
a deceased estate, including a Mk X, which
Grahame bought. He recognised the name
of its first owner, Cyril John Brake, of Brake
Estates, who had bought the Mk X new in
1964. It was Cyril’s brother, David, who had
been killed while racing the Cooper, and
the distraught family had hidden his barely
used XK 120 – the very same car that my
father had told me about – away from view.
(After Cyril’s death in 1989, the XK 120
passed on to Hugh Taylor and, today, is an
amazingly original survivor).
Cyril had recommissioned the Mk X in
late 1987, but it appears the fuel system
had not been fully cleaned and still had
so much degraded fuel in the system that
it wouldn’t run for any length of time;
it transpires that Cyril simply didn’t use
his Jaguars. The Mk X didn’t even have
a radio. No early paperwork, such as the
original invoice etc, were found when the
house was cleared; possibly it had been
kept at Cyril’s office, which was emptied
many years earlier. However, there is
enough known evidence to validate this
car’s authenticity, including confirmation
of Cyril Brake being the original owner
from new, not to mention the condition of
the car (which still wore its original tyres
when Grahame bought it).
It was Grahame Bull the enthusiast who
collected the Mk X, rather than Grahame
Bull the dealer because this car would
remain in his private collection.
As amazing as this car proved to be,
there was still quite a bit of toil ahead
to return it to its Sixties condition –
recommissioning can take on a wide range
of jobs. There was the usual flushing and
replenishing of fluid systems, replacing
hydraulic seals and coolant hoses. But the
old fuel had left a hard varnish-like residue
as it had evaporated away. Consequently,
the fuel tanks, carburettors, fuel pumps
and even the fuel lines all had to be soaked
in specialised products to break down the
hardened debris. The work might have
been laborious, but it was very necessary.
July 2021 \ Jaguar World | 57
CLASSIC DRIVE
Mk X

ABOVE LEFT: Big car, small Leaper It’s a big car, but, in a world of huge
ABOVE: The engine is extremely smooth
LEFT: Wheels are 14in diameter, to suit the 4x4s and SUVs, the difference is less
US market marked today than it would have been
when new. Although typically Jaguar, there
is no doubting the American influences,
Grahame is determined to use the Mk and with styling cues inspired by more
X, albeit sparingly. When collected, the than one US car maker, some observers
odometer was showing 5,430 miles and he note a resemblance to the 1948 Hudson.
has added more than 1,000 miles. With the Americanisation was further confirmed by
reading now 6,810 miles, that will certainly fitting 14in wheels, the standard ware in
go upwards as the car is to be a star at the the US and the only Jaguar ever to use this
60th anniversary celebrations this year. size. Interestingly, the rolling radius of the
The overcast day does nothing to dampen full profile 14in tyre matches that of the
Turning to the bodywork, Grahame the wonderful finish of the Opalescent low-profile 205 70 x 15 tyre of the XJ range
wasn’t surprised to see the inevitable Maroon paintwork. Even without the sun to and has been a common conversion.
storage marks. Leave a car in any garage lift the twinkle, it still gives a good display. Jaguar opted to use a smaller Leaper on
and it soon becomes the perfect surface Jaguar’s brochures of the day featured a the bonnet, keeping the larger version for
on which to leave boxes and bags, and that stylised image of the Mk X looking fast while the smaller cars. It looks elegant atop the
certainly took its toll. There was no other standing still. In a way, the car gives that slim and simple grille. Open that bonnet
option but to sympathetically repaint the impression in real life. The forward slope of and the room around the engine is vast.
car. Fortunately, the chrome remained in the front end, the subtle swage line along The triple two-inch SU carburettors are
perfect order, and the interior responded the waist and the sloping tail capture the swallowed in the capacious void. Grahame
well to no more than a serious valet clean. moment before the beast leaps. has done some serious cleaning inside

58 | Jaguar World / July 2021

CLASSIC DRIVE
Mk X

pre era y w i e s a onary. or me, gaz ng

ahead o er the typical Jaguar bonnet,
there’s nough room between me and the
.
.
,

ABOVE: Mk X has a sumptuous interior

BELOW: There are serious picnic tables
.
BOTTOM: Just 6,810 miles are recorded on
the speedometer .
.
, .
-

, .
adjustment is such that sm ller drivers
feel comfortable, too. Each front seat is
independent, but together hey form
a bench style, making three abreast
a possibility (ignoring the s at belt
requirement). As wood ven er covers
most surfaces, it’s small wo der that most
reports ake a comparison to old-style
gentlem n’s clubs. For the first t me,
This might be the year of the E type 60th
celebrations, but he role of the Mk X must
not be under esti ated. If this car represents
Jaguar’s offering i 1961, then it was a very
special one. JP
Thanks to: Grahame Bull at CMS, where
similar vehicles re offered for sale
(01252 612245; ww.cms-gb.com)

60 | Jaguar World / July 2021

The maestro WORDS PAUL WALTON
A R C H I V E I M A G E S A L A M Y, G E T T Y I M A G E S & J A G U A R H E R I T A G E

One of the world’s
greatest Grand Prix drivers
started his professional
career at Jaguar, winning
some of the sport’s most
prestigious events in the
XK 120, C-type and Mk VII.
We trace the four years
Stirling Moss raced with the
company and his impact
S
on Jaguar’s racing legacy
TIRLING MOSS’ time at Jaguar
was as varied as it was successful.
From races to rallies and saloons
to sports cars, the young driver
did it all during the four seasons
he drove for the company, adding to his
already burgeoning reputation for speed
and versatility.
He came onto the scene around the same
time as Jaguar decided to officially enter
competition and many of the company’s
earliest victories are thanks to his skill
behind the wheel. Although he went on to
enjoy greater successes with other teams in
Grand Prix, he remembered his time with
Jaguar and its cars with fondness.
To mark the 70th anniversary of Moss
joining Jaguar, we look back to his many
triumphs, the occasional failure, and the
cars that made him famous.
Stirling Craufurd Moss was born on
17 September 1929 in West Kensington,
London. His dentist father, Alfred, was a keen
amateur racing driver, finishing 16th in the
1924 Indianapolis 500. His mother, Aileen,
was also involved in motor racing, competing
in pre-war hill climbs driving a Singer Nine.
The young Stirling was a gifted horse
rider, but was, unsurprisingly, more
interested in cars. “I always hated riding,”
he said in later life. “I only really ever
bothered with it to please my mother.”
Moss learned how to drive, aged nine, in
an old Austin 7 (given to him by his father)
on the fields around the family home – an
18th century mansion called Long White
Cloud, on the south bank of the River
Thames. He passed his test six years later.
His first competitive outings were time
trials in 1947, driving a BMW 328, which
his father also bought for him. Although
he was reasonably successful, Moss had
his eyes on greater successes and, in 1948,
persuaded Alfred to buy a 500cc single-
seater from the Cooper Car Company in
Surbiton. Moss’ first event in the car was
at Prescott Hill on 9 May 1948, where he
finished a credible fourth.
The young Stirling quickly became an
established figure in 500cc racing, earning
him a contract to drive for the British HWM
team for 1950, which gave him his first taste
in single-seater racing on the continent.
Moss still recognised he needed a larger
stage to show his talents and the RAC
Tourist Trophy at Dundrod, in Northern
Ireland, with its uncompromising triangle
of narrow country lanes, zero facilities
and poor visibility seemed ideal. It was
the UK’s first significant post-war race for
sports cars and would be the perfect place,
in September 1950, for Stirling to show
HISTORY
STIRLING MOSS
TOP LEFT: Moss taking
the flag of the 1950
Dundrod TT in Tommy
Wisdom’s XK 120
TOP: Before the 1951
Goodwood, which
Moss won
LEFT: Moss takes the
flag in his C-type at
Goodwood in 1951
BELOW: Stirling Moss
and William Lyons at
Silverstone, 1951
what he was made of. There was only one
problem. After contacting Aston Martin,
Jaguar, MG and many others, the 20-year-
old couldn’t find a drive. “They probably
feared I would have an accident and bring
them bad publicity,” admitted Moss in his
1987 book, My Cars, My Career.
Thankfully, help was at hand. The Daily
Herald’s motoring correspondent, Tommy
Wisdom, was an old friend of Alfred’s and
he had the ideal car. As both a successful
driver and a prominent journalist, Wisdom
had been allowed to buy a works prepared
XK 120, JWK 988, although he soon
realised that the young Stirling would stand
July 2021 \ Jaguar World | 63
HISTORY
STIRLING MOSS
a better chance and gave him the Jaguar
for the TT while he drove a Jowett Jupiter.
The decision had a major impact on the
trajectory of Moss’ career.
A real downpour began just before the
start of the race, which was driven in a
howling gale that lasted throughout the
three-hour race. Despite the appalling
conditions, Moss soon overtook Leslie
Johnson, driving a works-entered XK 120, to
take the lead – where he stayed to take the
most important victory of his and Jaguar’s
career so far. “Racing in the rain never
bothered me as much as it did some drivers,”
wrote Moss in 1987, “and in the Jaguar I
feel it was a positive advantage because it
lightened the steering and saved the brakes.”
The assertive way in which Moss won
wasn’t lost on Jaguar’s management. “He’d
never even driven this thing before he got
to Ireland,” said the company’s competitions
manager, Lofty England, who saw him drive
at Dundrod. “He won in the wet, and walked
the race. So of course we took him on.”
Also watching him was Jaguar’s
chairman, [Sir] William Lyons. On the
strength of this victory, Lyons later asked
64 | Jaguar World / July 2021
TOP LEFT: Moss in XKC 002 at Le Mans in 1951 before the car retired
LEFT: An exhausted Moss during Le Mans in 1951. He apparently hated the 24-hour race
ABOVE: Moss and Norman Dewis in XKC 003 during the 1952 Mille Miglia
BELOW LEFT: Competing in his own XK 120 on the 1952 Daily Express Rally
Moss to lead Jaguar’s effort for 1951. Walker – kept going, taking Jaguar’s first of
“Which, of course, was an enormous step seven Le Mans victories.
forward for me,” Moss told author Karl Moss, though, didn’t enjoy the
Ludvigsen in his 1997 book, Stirling Moss experience, explaining to journalist Robert
– Racing with the Maestro, “Although it Raymond after the race, “You’re driving in
wasn’t Formula racing, it was one of the the rain to start with, which makes it hard to
most prestigious teams, and to go and lead see anything. Then, you’ve got headlamps
them was – I mean, I just can’t tell you – it like overworked glowworms. And there are
was fantastic.” still little Renaults all over the road doing 80.
After being part of the team that drove an You come up behind one and suddenly get
XK 120 at the Montlhéry Autodrome outside the horrors at the sight of a white light on
Paris in October 1950 to set new speed and the road. Before you wonder what a car can
distance records over 24 hours, Moss’ first be doing coming towards you, you find it’s
race as a works Jaguar driver was the Mille a Renault with a light shining on its number
Miglia the following April. Driving HKV 500, and then you are past it in a momentary
it wasn’t a fairytale ending, though, Moss cold sweat. I tell you, those were my worst
crashing after hitting a patch of oil. moments in motor racing.”
Thankfully, he and Jaguar didn’t need to Moss’ next Jaguar drive was in the 1951
wait long for their first victory together: Dundrod TT, which he won with ease in
the Daily Express meeting at Silverstone a his Le Mans C-type, XKC 002, as he did at
week later in the first steel-bodied XK 120, Goodwood a month later. It was victories
JWK 675.
Moss’ next race in June was a big one,
driving Jaguar’s new, purpose-built racer,
the XK 120C (later known as the C-type)
at the Le Mans 24 Hours. Moss found the
car to be, “The most modern, futuristic,
potent-looking device.” It was the start of
his long love affair with it.
Jaguar dominated the race from the
start, the three cars it had entered soon
holding the top three spots. But, it wasn’t
to last. The C-type of Leslie Johnson and
Clemente Biondetti broke down after 50
laps when vibrations caused a copper oil-
delivery pipe in the sump to fracture. This
left Moss and his teammate, Jack Fairman,
in the lead, until their car suffered from the
same fate a few hours later. Thankfully, the
C-type of the two Peters – Whitehead and
ABOVE RIGHT: The 1952 Goodwood 9 Hours,
where Moss finished fifth
RIGHT: Moss – in the large sun hat – with Tommy
Wisdom’s XKC 005 before the 1952 Reims Grand
Prix for sports cars
 HISTORY
STIRLING MOSS
BELOW: Breaking speed and distance records at
Montlhéry with an XK 120 FHC
BELOW RIGHT: Moss loading his XK 120 onto a
Silver City cargo plane before flying to France for
the Rallye Lyon-Charbonnières in March 1952

like these that built Moss’ affinity with
the car, saying of it, “Le Mans, Dundrod or
Goodwood – super-smooth and fast, public
road circuit; tough and winding, but quick
road course; or aerodrome perimeter track
– all seemed to suit the C-type Jaguar.”
In early 1952, the factory gave Moss
a distinctive green-and-cream XK 120
fixedhead coupe – LVC 345 – for use on the
road. Ever the driver, he took it rallying for
fun, including the Rallye Lyon-Charbonnières
in March when, together with Gregor Grant,
the editor of Autosport, he finished second
in class. This was followed by the Daily
Express Rally in November where he won his
class for closed 3.0-litre cars.
Moss’ first Jaguar race that year was at
the circuit’s Easter Monday meeting on 14
April in the 1951 Le Mans winner, XKC 003,
although, due to a harsh handicap, the best
he could manage was fourth. However, it
was one of the first competitive outings for
Jaguar’s new disc brakes and served as a
shakedown for the demanding Mille Miglia
a few weeks later.
With Jaguar’s new test driver, Norman
Dewis, alongside him, in spite of the rain
and then a puncture, Moss set a blistering
pace through the Italian countryside in 003
and was more than a match for Mercedes- not go unnoticed in knowledgeable circles,”
Benz’s lead driver, Rudolf Caracciola, in wrote Jaguar’s PR man, Bob Berry, in a
a 300SL, catching up with the German memo to Lofty England afterwards. “Even
outside Florence. After forcing his way past, not considering the small amount of practice
the C-type was carrying too much speed for Moss got, his drive can only be described as
a right-hand bend and Moss lost control, being in the best Moss tradition – a brilliant
demolishing two or three kilometre posts effort by a truly great driver.”
before giving a violent lurch back onto the Moss went on to win the Daily Express
road. “We both had a bit of a shaking,” meeting at Silverstone, using a disc brake-
admitted Dewis in Paul Skilleter’s 2006 fitted XKC 002 in May, which was followed
biography of him, “and for the next few by victory at the Reims Grand Prix for
miles I used a whole box of matches sports cars the following month, despite
endeavoring to light a cigarette.” not driving a works-entered car; after all its
Although the rear dampers were damaged C-types overheating at Le Mans due to a
and the fuel tank leaking, Moss fought on new, hastily conceived, more aerodynamic
and the pair were still seventh by the time body – the result of Moss sending Lyons
they reached Rome. Thanks to retirements, a telegram following the Mille Miglia
they made fourth, then calamity struck. With saying the car needed more speed – Jaguar
a mere 145 miles to go Moss lost control stayed away. Moss, however, convinced
on a patch of water when descending the engineering director Bill Heynes to fit
notoriously tricky Raticosa Pass and the car the still experimental brakes to Tommy
understeered into a rock. Wisdom’s privately entered XKC 005.
“There was a helluva bang,” continued
Norman. “We didn’t stop, and managed to
get down to the main road, then realised
the wheels weren’t following the steering.”
The rack was broken, ending what had been
a magnificent run by both car and driver. “I
feel Moss’ very gallant drive in the race will
RIGHT: The C-type of Moss and Walker (17) chasing
the Cunningham C-4RK at Le Mans in 1953
BELOW: Moss (in car) celebrates finishing second at
the 1953 Le Mans with teammate Peter Walker

July 2021 \ Jaguar World | 65

HISTORY
STIRLING MOSS
After winning the Daily Mail Trophy
at Boreham Circuit in August, again with
Wisdom’s 005, Moss finished the 1952
season at the inaugural Goodwood 9
Hours day-into-night race, sharing a new
works car – XKC 011 – with Peter Walker.
The pair held a comfortable five-lap lead
before the A-bracket locating the rear
axle failed. Although it was replaced, they
could only manage fifth. However, together
with a touring car victory at Silverstone
in May, driving a Mk VII (LWK 343), plus
breaking more speed and distance records
at Montlhéry over seven days in August
as part of Leslie Johnson’s team, in an ABOVE: Moss (far left in dark overalls) stands
XK 120 FHC (LWK 707), it had been a next to his C-type (17) in the Le Mans pitlane
successful year for Moss, amply illustrating before the 1953 race
BELOW RIGHT: Portrait of Moss in 1955
his versatility. Prix in June. His performances that year
The following year, though, would be would catch the eye of the largest and best-
more frustrating. Out of his ten races It was Moss’ highest Le Mans finish (he funded team in motorsport.
for Jaguar in 1953, he only won twice: never did win) matched only by another However, he was still contracted to
the 12 Hours of Reims in a C-type and second in 1956 for Aston Martin. “That Jaguar. With the company concentrating
Silverstone’s touring car race in the same 1953 Le Mans 1-2-4 finish was a terrific on winning Le Mans, Moss drove the new
Mk VII. Another Mille Miglia retirement, achievement for Jaguar,” Moss wrote in D-type just three times, including the
due to a rear axle tube twisting in the My Cars, My Career, “Bill Lyons was never French endurance race itself, followed by
diff’ housing not long after the start, was bothered about other races. He knew Reims and Dundrod, retiring from all three.
particularly galling following the promise simply that winning Le Mans sold sports
shown in 1952. cars, and that was all that mattered.”
Moss’ highlight of the year was Yet Moss had his eye on the future, and
undoubtedly Le Mans. With the C-type it wasn’t with Jaguar. While the British
back to its original design, Jaguar’s marque would remain a driving force in
domination of the race was total. Again sports cars for the next few seasons with
sharing with Walker, Stirling led the early the all-new D-type, Moss wanted to prove
stages until the XK engine started to run himself in the pinnacle of motorsport, the
rough and he had to pit twice, first to have Formula One World Championship. He’d
the plugs changed and again new
for a fuel already made his debut at the 1952 Italian
filter, which finally solved the problem. Due Grand Prix in a Connaught, where he
to these unplanned pitstops, Tony Rolt and retired due to engine failure.
Duncan Hamilton took the lead in their Unable to find a competitive works
sister car, eventually taking the chequered drive, Moss had to put aside his “possibly
flag, with Walker and Moss 29 miles behind misplaced patriotism” and bought a
in second, while Peter Whitehead and Ian Maserati 250F for 1954. The car was much
Stewart claimed fourth in the third car. faster than the British machines he’d
previously driven and he soon won the
BELOW: Winning the 1953 Silverstone touring
non-championship Aintree race in May and
car race in a Mk VII as he did the year before scored his first World Championship points
BELOW RIGHT: A one-off race in the ‘Knobbly’ by finishing third at the Belgian Grand
Lister-Jaguar at Silverstone, 1958. Moss won

66 | Jaguar World / July 2021


As a result of his limited and unsuccessful
time with the car, Moss never bonded with
it as he had the C-type. “It was certainly
stiffer, quicker and more precise than its
predecessor and its ultimate performance
was considerably better,” he wrote in
My Cars, My Career, “But, on undulated
road circuits such as Dundrod it was neither
as responsive nor as manoeuvrable as it
was on the smooth and very fast expanse
of Le Mans or Reims.”
A lucrative Mercedes-Benz contract for
1955 – which saw him compete in both
Formula One and sports cars – was the
reward for his hard work over the previous
four seasons. He went on to achieve even
greater things with the German team than
he had with the Coventry outfit, including
winning the 1955 Mille Miglia and the
first of his 16 World Championship F1
victories at Aintree. However, what he found
“difficult to swallow” was his 300SLR being
solidly beaten by the D-type at that year’s Le
Mans, before the Mercedes team withdrew
due to Pierre Levegh’s catastrophic accident
that killed 83 spectators.
would never seriously race a Jaguar again.
A crash while driving a Lotus Climax at
Goodwood in April 1962 left the 32-year-
old Moss in a coma, prematurely ending
his professional driving career. He retired
to build up a substantial property portfolio
in London, as well as to commentate on
Formula One for American television.
He did try two seasons in touring cars
during 1980/81 with Audi, which were
largely unsuccessful, but found racing at
classic motorsport events – including the
Goodwood Revival and Le Mans Classic –
to be more enjoyable, only retiring from
the cockpit in 2011.
Until he stepped back from public life
in 2018, Moss remained a larger-than-
life presence at historic events, often
HISTORY
STIRLING MOSS
representing Jaguar, Mercedes and Maserati
(all three brands claiming him as ‘theirs’).
At the 2012 Mille Miglia, for example, he
and Norman Dewis were reunited for the
60th anniversary of their remarkable run.
With XKC 003 long since destroyed, they
took the surviving 1952 Reims-winning car –
XKC 005 – for a parade lap around Brescia,
cheered on by a partisan crowd.
Moss passed away on 12 April 2020,
aged 90, and the UK lost one of its greatest
sportsmen.
He may have gone on to bigger and
greater things with other manufacturers,
but he’ll be forever remembered as that
handsome young man who battled for
victory behind the wheel of a British Racing
Green C-type. PW

“It was one of the

most prestigious
teams, and to go
and lead them
was – I mean, I
just can’t tell you
– it was fantastic”
ABOVE: Moss (left)
That wasn’t the end of his association with his old friend
with the British company, though. In 1958, and co-driver Norman
Dewis in XKC 005 at
Moss drove the ‘Knobbly’ Lister-Jaguar to the 2012 Mille Miglia
victory at the British Grand Prix supporting MAIN: Moss with the
race. He followed this with a one-off drive limited-edition Lister
Stirling Moss in 2016
of Briggs Cunningham’s ‘Costin’ Lister-
Jaguar the following March at Sebring,
but he was disqualified for getting a lift
on a marshal’s bike rather than walking
to collect fuel after his car ran dry. In
recognition of these drives, in 2016 Lister
announced the ‘Knobbly’ Lister Stirling
Moss, a limited series of ten cars built to
the exact specification of the 1958 model
he raced at Silverstone.
Moss also had a one-off drive in Tommy
Sopwith’s Mk 2 3.8 at Silverstone in 1960,
when he finished second. “It was quite
competitive,” he wrote in 1987, “but it
seemed much more nervous than the old
Mk VII and nowhere near as forgiving.” He

July 2021 \ Jaguar World | 67

 MO D E L P RO F I L E

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,

PAUL WALTON MOTOR CAR CLASSICS

68 | Jaguar World / July 2021

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July 2021 \ Jaguar World | 69

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70 | Jaguar World / July 2021

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     

      



     

North Wales Jag Centre

i n
Friendly and personal service Your Jaguar is a sophisticated
from a family business with and complex motor vehicle
more than thirty years requiring specialist knowledge
experience specialising to maintain its performance.
exclusively in Jaguars. CAR SALES HIRE A FORMULA 1 JAGUAR
Please visit our website or phone for an Jaguar’s original Formula 1 show car is Our workshop is dedicated to
up-to-date stock of quality, used Jaguars. available for hire. Please phone or visit:
Whether you own a classic SERVICE, REPAIRS & MOT www.F1-hire.com Jaguars and fully equipped
Jaguar or a current model, AIR CONDITIONING SPECIALISTS PERFORMANCE UPGRADES with the very latest diagnostic
you can trust your car to the TYRES - SUPPLY AND FIT ACCIDENT REPAIR SPECIALISTS equipment which enables us to
experts for all servicing JAGUAR COURTESY CARS identify and rectify any faults
requirements and repair work. BasedALL TYPES OF SPARE PARTS
in the stylish coastal resort of Llandudno, we’re only a few minutes walk from the rail station. quickly and efficiently.
By car we’re ten minutes from the A55 and when you’re here, it’s just a stroll to the beach!
RTH WA
SEL
ON

North Wales Jag Centre Ltd no thwalesjag@btconnect.com

J

Unit 2 Cae-Bach (Off Builder Street) C E N T

ER
GA

Phone: 01492 870150

Llandudno LL30 1DR www.northwalesjag.co.uk Fax: 01492 860360
 Ever the marketing man, Pat knew his
limited-edition series needed a name and
apparently the perfect one just came to t become a
m: r ng oss. o now ng ow
many cars he’d be able to produce, Pat emonstrator,
commissioned Faerber Productions to
produce five aluminium plates that he then
asked the former Jaguar driver to sign.
I just took it
“Stirling was sitting in Jaguar’s VIP tent these rare supercars. The example featured
at the Pebble Beach Concours d’Elégance is car #67, which was recently for sale
and I walked up to him, explained what through New York based Motorcar Classics
we were doing, and asked was there any for $95,000 (approximately £67,000),
. - - .
“ .

’ .
.
, . ,

. ,
PW
-
become hi hl sou ht after b co lectors Thanks to: Motorcar Classics

RIGHT: Emilio Lezcano driving one of the

three Jaguar-sponsored E-types during
the mid 2000s that influenced the look
of the XKR Stirling Moss edition

72 | Jaguar World / July 2021

 Nene Jag Specialists
Independent Service & Repair Centre
We are an established company based in Peterborough, Cambridgeshire and have
earned ourselves an excellent reputation for our quality of work and high level of service.
can rely on.
Established in 1993 with over 30 years
experience working on Jaguar cars.
Dealer level Diagnostic Equipment.
Servicing & repairs on late 90’s models onwards.
Engine, ABS, Electrical & Air Conditioning.
Call or email to book your appointment or
visit our website for more information. nenejags.co.uk
8 Harvester Way, Fengate, Peterborough, PE1 5UT
01733 349042 / 352288 info@nenejags.co.uk
 We produce the very best tyres for
every Jaguar model. From Swallow
and SS through XK’s, C,D and all E
types, Mk2, XJ etc. Plus 420G/Mk10.
Available direct from
Blockley Tyre Co.
INFO@BLOCKLEYTYRE.COM
01386 701717
WWW.BLOCKLEYTYRE.COM

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JAGUAR SPARES
NORTHEAST
Styling & Performance Specialists for Jaguar Cars
Specialist suppliers of a stylish range of accessories
and finishes, designed to complement the elegance
of your Jaguar.
New, Reconditioned and Used Parts. Styling & Performance Specialists for Jaguar Cars

Worldwide Mail Order Service

 S TYPE FRONT WHEEL BEARINGS ..........................................£115 INC VAT
 S TYPE XF X350 REAR UPPER WISHBONES............................ £95 INC VAT
 S TYPE XF X350 2.7 DIESEL ALTERNATORS.........................£165 INC VAT
 STYPE XF X350 6 SPEED GEARBOX SUMPS............................ £78 INC VAT
 XK8 UPPER FRONT SHOCK MOUNTING..........................£74.50 INC VAT

PRODUCT CATALOGUE
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Please call with your requirements or send us an email All prices Comprehensive NEW
quoting reference JW when ordering, include VAT 212 page product catalogue
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GARAGE IN SWINDON
FAMILY OWNED BUSINESS SPECIALISING IN JAGUAR

• Over 30 years Servicing Cars in Swindon • 2 Jaguar Master Technicians • MOTs & Servicing
• Wheel Alignment & Repairs• Full Main Dealer level diagnostic equipment • Modern and classic Jaguar’s catered for.
• We pride ourselves on building trusting relationships • Modern Jaguar Online Service history update available.
• Located within 5 minutes walk of Swindon Train and Bus station’s
WILTSHIRE JAGUAR CENTRE & MIKE ALLEN SERVICES
01793 612870
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Station Industrial Estate, Sheppard St, Swindon, SN1 5DB
The workshop is currently still open during these difficult times. We are working hard to ensure all Covid safe working
practices are in place for you. If your vehicle requires attention we will endeavour to help.
 Saintly image
RESTORATI O N

Heavily influenced by a Seventies TV series, this

white XJ-S has been reset to new, resulting in a
handsome, improved and usable V12 coupe. We
speak to those involved in the project before
driving this magnificent car ourselves
WORDS & PHOTOGRAPHY PAUL WALTON

76 | Jaguar World / July 2021

July 2021 \ Jaguar World | 77
W HEN CHRIS Knowles –
the K from renowned
XJ-S specialist KWE
– calls me to say the
V12 coupe they’ve just
finished is one of the best they’ve done, I
take notice (and that’s some statement).
This is because Chris has been involved
with hundreds of amazing restorations
over the last two decades – many of
which have appeared in Jaguar World.
And I’m not disappointed. It is the most
fundamentally and tastefully updated
example of a standard XJ-S I’ve seen.
From the Connolly leather interior to
the increased sound deadening and the
revised suspension to the sorted electrics,
there’s not much that hasn’t been
replaced, revised or improved.
Given away by its colour, you won’t be
surprised to learn that the inspiration behind
it came from Return of the Saint. Produced
in 1978, the single series continued the TV
exploits of Leslie Charteris’ Simon Templar,
this time with British actor Ian Ogilvy in
the main role. Jaguar, having turned down
the opportunity to provide a Mk X for
the original Roger Moore-led series in the
Sixties, was eager to help this time, loaning
the production team the 138th right-hand-
drive XJ-S to leave the line, in August 1975,
updated to look newer.
In Old English White with a Cinnamon
interior, the car’s appearance on the show
gave the XJ-S a huge profile boost at
the time, as well as a lasting impact on
everyone who watched the programme
– including the owner of this XJ-S, Rob
Sanderson, who confirms, “It’s a car I
wanted since I was 14, when I watched
Return of the Saint.”
78 | Jaguar World / July 2021
He bought his XJ-S – originally a red V12
HE coupe with a grey interior – in 2016
from Japan, because cars from that country
are usually in a better condition than locally
sourced examples. With a mere 48,000 miles,
it was a rust-free, clean car, making it the
perfect basis for his homage to Return of the
Saint, even though it was produced much
later than the one used in the programme.
“The very early ones generally need
a ton more work,” explains Rob as to
why he went for an HE. “I also don’t like
what Jaguar did to the rear of the facelift
models, so I reckoned this 1990 model was
closer to what I wanted.”
Rob next chose KWE to make his dream
a reality after seeing James May test the
company’s demonstrator, a 1989 Arctic
Blue coupe, in an episode of Top Gear
that was originally broadcast in June 2004.
“The report was glowing and, as a result, I
approached Chris Knowles for the work.”
From the outset, Rob knew what he
wanted – to make the XJ-S as good as
possible, deleting all its well-documented,
inbuilt foibles. “Take away all the little poor-
quality electric connectors that Leyland
would have used, strip away that rubbish, and
you make the car what it should have been in
the first place – the classic grand tourer we
can use to travel to the South of France.”
For Chris, this clear, uncompromising
vision made Rob the perfect customer
and is why he reckons this is one of KWE’s
best. “He was keen on doing everything
right,” Chris tells me. “We don’t always
have that flexibility.”
The work was carried out over a five-year
period and in three phases. The first saw
the suspension renewed and everything
removed, shot blasted and recoated, plus
 RESTORATION
XJ-S V12

Rob knew what he wanted – to make

the XJ-S as good as possible, deleting
all its well-documented, inbuilt foibles

July 2021 \ Jaguar World | 79

KWE’s own bushes added. The underside
was then undersealed, with wax oil injected
into the crevices.
The second phase was taking the engine
out and rebuilding it for reliability, the
gearbox was serviced and the electrics sorted.
The third was a bare metal respray,
changing the original red to (what else?)
white. Rob chose a modern Jaguar colour,
Polaris, which was then ceramic covered
for extra protection. The interior was also
retrimmed during this final chapter in the
car’s restoration, for which Rob chose a very
high-grade, and expensive, Connolly leather.
“If I’m going to do it, I might as well do it
properly,” he adds, by way of explanation.
He specified a dark tan – a Maserati colour
from the Fifties – for the repadded seats and
the door cards, coordinated with a lighter
shade on the gearbox tunnel and dash top.
The steering wheel was wrapped in black
Alcantara, while the roof lining is the same
material, but in tan.
KWE works with Aldridge Trimming, in
Wolverhampton, for its interiors, which Rob
was more than happy about. “I like them since
they’re fastidious and highly professional. It
was very much a question of, ‘We’ll do the
work at our pace, so it’ll be right.’”
Finally, the tired veneers were replaced
with American Walnut by London Carriage
Craft of Watford. “Essentially, it’s had a
80 | Jaguar World / July 2021
mileage reset and is basically brand new,”
says Rob with more than a little satisfaction.
His attention to detail didn’t end with
the car’s appearance. Because ST 1, Simon
Templar’s registration in both The Saint and
Return of the Saint wasn’t available (it’s
currently on a 2002 Mercedes-Benz), he
bought what is for him the next best thing.
The eagle-eyed will recognise 853 OKG as the
registration of James Garner’s gold Pontiac
Firebird in The Rockford Files, another of
Rob’s favoured TV shows from his youth.
He doesn’t mention how much all of
this has cost, and out of politeness I don’t
ask. What he does say is, “It doesn’t make
sense. I could have bought myself an
£80,000 Ferrari and saved myself a few
bob. But, I don’t want an 80 grand Ferrari;
I want an XJ-S.”
Other than the aftermarket 17in Azev
rims from the Nineties (chosen since
Rob doesn’t like the Lattice wheels that
were originally fitted to the car), this XJ-S
appears largely original, with only the
cognoscenti able to spot the updates. And
I like that. It would have been easy for Rob
to go overboard with unneeded aesthetic
additions that would have ruined the car’s
purity and its already magnificent profile.
Instead, it is a perfect, subtle update of
a car that’s often ignored in favour of
Jaguar’s earlier models.
 We share your passi
CALL OUR TEAM ON 01902 710805
mail@aldridge.co.uk • www.aldridge.co.uk
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RESTORATION
XJ-S V12
When I open the door and the distinctive,
rich aroma of the Connolly leather wafts out,
the time and effort gone into the car makes
itself known. It must be how the interior of
the Houses of Parliament, or Wolverine’s
wardrobe, smells. Other than a Jaguar
Classic digital radio, the interior’s layout
remains standard, but the higher grade of
leather and Aldridge Trimming’s incredibly
precise workmanship give it a classier look
than even the very final XJSs from 1996,
which were considered to be the best built
from the model’s 21-year production run.
The leather covering the seat feels soft and
forgiving when I climb behind the wheel, as
does the Alcantara-wrapped steering wheel.
I notice, too, that the seat belt colour has
changed, from the original black to dark tan,
to match the new interior colours. Says Rob,
“If you make it 98 percent perfect, it’s always
the two percent that will annoy you.”
Rob kept the car mechanically standard,
so his XJ-S drives like any well-set up V12
from the Nineties should. The power
arrives smoothly and cleanly, propelling the
large car with an always-surprising amount
of acceleration.
With the bushes renewed all round, the
car glides easily over the rough Berkshire
roads, the suspension absorbing away the
coarseness so the surface feels table-top
82 | Jaguar World / July 2021
It doesn’t make sense. I could have
bought myself an £80,000 Ferrari
and saved myself a few bob
smooth. Although any XJ-S is a heavy old a lot of its cars, but I obviously haven’t
lump, the steering to this one is sharp and seen them all. But, I do know this – Rob’s
accurate, again because everything has coupe is one of the most tastefully and
either been renewed or replaced, and I can comprehensively restored examples I’ve
scythe comfortably through corners, with driven, especially from the Nineties, resulting
little body roll, before burying the throttle. in its unique, saintly glow of perfection. PW
There is one noticeable difference over a
standard example, however, and that’s how Thanks to: Chris Knowles from KWE
quiet it is inside, even under heavy power. (www.kwecars.com) and XJ-S owner Rob
Jaguar’s V12 is famed for its refinement Sanderson
anyway, no XJ-S is loud, but with the extra,
thicker sound deadening, the big engine BELOW: Actor Ian Ogilvy with the white XJ-S he
can barely be heard in the cabin, boosting used in Return of the Saint. The programme had a
major influence on Rob Sanderson’s choice of car
the car’s already considerable refinement.
Despite the huge amounts of time, effort
and money that have gone into the car,
it has been built to be used because, just
like Simon Templar in Return of the Saint,
Rob will be taking his white XJ-S across the
continent. “I plan to use it 3,000 to 5,000
miles a year, including to Monaco for the
2022 classic Grand Prix.”
That this is KWE’s best XJ-S in its 19-year
history isn’t for me to say; I’ve experienced
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OUR JAGUARS | PAUL WALTON

PAUL WALTON – EDITOR

2013 XF Sportbrake 2.2D

Driving to photoshoots, trips to the tip, journeys to see family and
taking children to school; Paul’s Sportbrake has never been busier

O NE OF my favourite possessions is
a British Racing Green Swiss Army
knife that I was given by the Jaguar
Daimler Heritage Trust for taking part in
its 2001 tour to Geneva for the E-type’s
40th anniversary. Not only is it a reminder
of a fun, exciting event, but it’s also
incredibly useful. There’s not much that its
two knives and tiny pair of scissors haven’t
cut or sliced, and its small magnifying glass
made ever-so-slightly bigger.
Eight months into my ownership of the
XF Sportbrake, it has quickly become the
motoring equiva ent of the multi-tooled
pocketknife. With lockdown in the UK
thankfully easing, the silver estate has
barely been off the road recent y, used for
both work and personal trips.
These include a trip to Berkshire in early
April to photograph the KWE-restored
XJ-S (p76) and more recently to Windsor
for a Jaguar event to test the new E-PACE
P300e (p52). Together with journeys to
the Jaguar Daimler Heritage Trust, in
Gaydon, Warwickshire, firstly to use the
museum’s 420G for the feature with a
X350 XJ6 (May 2021, p44) and t en, a
month later, for the two XJ12s on p38 of
the June issue, the car has been covering a
thousand miles a month.
I’m not complaining, though; just as
my penknife’s corkscrew is perfect for
opening a cheap bottle of wine, the XF is
great for ong journeys. The comprehensive
equipment list aside, with 200PS (197bhp),
the 2.2-litre diesel is smooth, powerful
and, just as important y, economical. By
averaging between 40-45mpg, it regularly
achieves over 500 miles on a single tank
of fuel, much better than the two cars it
replaced, my 2003 X-TYPE 2.5 that was
scrapped last year (see September 2020,

86 | Jaguar World / July 2021

 PAUL WALTON | OUR JAGUARS

A longer journey came in early May

when, following relaxation of the rules for
visiting family, I travelled 160 miles north to
my parents’ house in Yorkshire for a socially
distanced party in their garden for my
mother’s birthday. To stop the quiche (or,
as we say in the north, ‘ham and egg pie’),
we took from getting warm, the 12v power
socket in the boot powered the electric
cool box. More importantly, parked next to
my brother’s Land Rover Discovery Sport
and my sister’s BMW X4, I no longer own
the family’s most embarrassing car. That
honour has been passed to my mother’s
yellowy-green Citroën C3 Picasso (there’s
an argument that her car has always held
that distinction).
Despite being the nicest car I’ve ever
owned, I’ve also been using it for visits These issues aside, this practical yet refined,
to our local waste recycling centre. I’m fast yet economical, XF Sportbrake has quickly
always amazed at the capaciousness of become my favourite of the modern Jaguars
the svelte Sportbrake’s boot and on one I’ve owned. The eight months I’ve had the
trip I managed to squeeze in an old (albeit estate pales into insignificance to the 20 years
broken up) sofa bed and the several million the penknife has been with me, but I’d be just
Amazon boxes we accumulated over the as lost without it.
January-April 2021 lockdown.
My penknife is looking battered these
days, following two decades of hard
service, and all these miles have similarly
had an effect on the car. In early April, the Fast, refined and economical; little wonder Paul
Service Required warning light appeared enjoys driving the XF so much
in the digital display between the two
dials (confusing, since the car was only properly. But, with a full inspection being
serviced 5,000 miles and seven months part of Nene’s service, he does find the
ago by Eastbourne specialist, JAGtechnic, offside anti-roll bar drop-link boot is
where I bought it). split and the near-side rear wishbone has
Worried the yellow light was an some play – meaning both will need to
indication of a hidden problem, I booked be replaced before the car’s next MOT
the car in with Nene Jag Specialists in test in October. I was also reminded that,
Peterborough (www.nenejags.co.uk). it being a seven-year-old car, the cam
Thankfully, Nene’s Clive Kirton finds belt is coming up for renewal. Expect to
no serious issues, making us both think see these covered by our tech ed, Rob
maybe the service light didn’t reset Hawkins, in future Modern Workshops.
Despite the Sportbrake’s low, svelte lines, its boot
is able to swallow everything Paul takes to the tip

A trip to Yorkshire for his mother’s birthday in May

shows Paul no longer owns the most embarrassing
One of several journeys to the recycling centre that Paul has made in the silver Jaguar since January 2021 car of the family

July 2021 \ Jaguar World | 87

OUR JAGUARS | JIM PATTEN

JIM PATTEN – EXECUTIVE EDITOR

1966 E-type OTS and FHC

Jim takes a sad drive in his open two-seater as he bids a final
farewell to Les Ely of CL Classics

W E HAD a sad drive in our open

E-type as we headed up a
procession of some 25 classic
cars for Les Ely’s funeral. Many readers
will be familiar with CL Classics and its
high-quality restorations, with both of our
E-types, our 3.4 saloon and many of our
motorbikes going through its bodyshop.
CL had recently carried out a stupendous
restoration of a 1948 Daimler hearse for
King’s Funeral Directors, a company known
for using Jaguar and Daimler vehicles, and
it was the vehicle in which Les took his final
journey, wearing his race overalls.
Despite the Covid restrictions, around 25
classics arrived at Les’ home, with everyone
staying in their cars, keeping their distance.
Jim Cooper, of CL, who knows his way
around a pre-select gearbox, drove the
Daimler, which was followed by modern XJ
saloons for the family.
Meanwhile, I led the pack of classics,
most of which had seen the inside of CL’s
workshops at one time or another. Classic
motorcycle outriders made sure of a clear
path for the convoy as it set off first for
The 1948 Daimler hearse, restored at CL Classics,
arrives to take Les Ely on his final journey
Les’ race 3.4 saloon and road-going 2.4, since
purchased by David Sculthorpe, principal at
Castrol Classic
Braintree and Bocking Gardens, where Les ABOVE: At Black Notley church where, earlier that
day, Les Ely was laid to rest
had hosted classic car shows. It was touching
to see so many standing on the pavements
to pay their respects as we drove by.
Then, driving through town, we
visited the CL Classics workshops, where
both sides of the road were filled with
customers, employees and friends. Les’
race cars were lined up there, too. The final
part of the journey took us to the beautiful
church in Black Notley, where only the
family were allowed; the rest of us could
only wave, peel off, and drive home.
Les was a larger-than-life character with
a fiery temper and a heart of gold. While
he will be missed, the family will keep the
company going.
It was our first run in the open of the modernised fixedhead
E-type since fitting the replacement 123
distributor, and it performed as well as ever. our modernised fixedhead. It was a hot day
Except that when we arrived home and I and the first chance I had had to try the
tried restarting the car to pop it back in the air-conditioning. It soon became too cold
garage, the battery was flat. I accept that and I had to switch it off, a completely new
we had been driving at a crawling pace, experience for me. What a fabulous car
but the Brise alternator was easily capable this has turned out to be – it makes you
of keeping a charge flowing. Even when fully understand why owners are prepared
charged, the engine turned with a lethargy to spend so much money to achieve
previously unknown. Our Optima battery, something special.
long out of guarantee, had failed. Time to Hopefully, as Covid restrictions ease
think of the best replacement. more, we will venture out further, although
I also had a drive to Woodham Mortimer I suspect a trip to France or Italy might have
recently, and chose to stretch the legs of to wait until next year.

88 | Jaguar World / July 2021


CRAIG CHEETHAM - SENIOR CONTRIBUTOR
1995
After a winter of hard use, Craig’s bargain X350 XJ6 gets a spring
makeover before putting itself into Restrictive Performance mode
I T’S FUNNY how cars can get under
your skin, isn’t it? Back in September, I
bought myself a cheap X350 for £1,250,
partly because I needed something to
use throughout the winter to stop my
cherished modern classics (of which there
are a few) from deteriorating and partly
because I’ve always loved them.
And therein lies the rub. If you want a
cheap winter banger, don’t buy a car you
love. You see, my X350 is now as cherished
as the rest of my fleet and, as a result, I’ve
been spending quite a lot of time sorting
out its cosmetic gremlins. I still need a new
chrome strip for the nearside of the front
bumper, but otherwise my 198,500-mile XJ
looks like a car with a quarter of the mileage.
And it does so even more now, thanks
to a thorough and recent valeting session.
I’ve long been a fan of Autoglym cleaning
stuff, so when a friend of mine suggested
I needed to try Magma on my car I was
intrigued. It’s an interesting product – you
wash and clean the car as normal, then
spray on the Magma and it lifts invisible iron
and dirt deposits from your car, identifying
each one by turning purple. The amount
of contamination of my Jaguar’s 17-year-
Craig power washes the X350 in readiness for a
session with Autoglym Magma
Each one of the purple spots represents
contamination to the paint finish – the kind of
thing that will ultimately lead to lacquer peel,
damage or oxidisation
CRAIG CHEETHAM | OUR JAGUARS
X300 XJ Sport 3.2
old paintwork was astonishing, but not as
astonishing as the smoothness of the finish
left behind when I washed it off.
Once dried, a coat of Autoglym’s Super
Resin Polish (other polishes are available, but
none smell this good) had my XJ looking
almost factory fresh. The photos you see
here haven’t been photoshopped – it really
did come out this sparkly, and without a
huge deal of effort. A blast of alloy wheel
With a coat of Super Resin Polish, the finish is
excellent
Alloy wheel cleaner shifts most of the dirt off
the rims
cleaner, followed by Autoglym’s fabulous
Instant Tyre Dressing, and my £1,250 car
looks like one costing 30 times as much.
Naturally, the XJ decided to reward me
for this long-overdue love and affection
by throwing its toys out of the pram just a
few days later. I had to nip down to North
London for a work appointment and figured
there was no better vehicle to cosset my
ample behind than the Jaguar, so I set
off down the A1(M) only for it to drop
into Restricted Performance mode on the
outskirts of Biggleswade.
Restricted Performance is a phrase that
strikes fear into the hearts of anyone who
has owned a Jaguar from the late Nineties
to around 2010, but, on this occasion, the
flashing yellow engine light and inability to
exceed 3,000rpm not only made for a very
‘relaxed’ journey back from London, but
also doesn’t appear to be a major worry.
Having borrowed my mate Bob’s Snap-On
code reader, I’m 99 percent certain that a
set of coil packs will mend it, so I’ve got a
very reasonably priced set of guaranteed
used ones en route here from the helpful
guys at used parts specialist Auto Reserve
(www.autoreservejaguar.com), and as soon
as I can find half a day to whip the inlet
manifold off I’ll get on with the job of
swapping them.
In the meantime, there’s no salt on the
roads so I’ll use my other modern classics,
while pondering what to do about not
using the X350 next winter.
July 2021 \ Jaguar World | 89
 YOUR JAGUAR
Although a rare Carbon Fibre edition, Richard’s 2004 XKR is used to the full
M Y SEARCH for an X100 began
at the start of 2012 when I
looked at a few cars before
spotting an eBay listing for a
2004 XKR convertible. The car was above
my target price, but had just 39,999 miles
on the clock.
It was some distance away in Cardiff, but I
decided it was worth a look and off I went. As
I drove onto the garage forecourt the car was
sitting at the top of a gentle slope and really
did look like a cat about to pounce. It was
love at first sight and there was no way I was
going to walk away without buying the car.
If you want to see your own Jaguar featured, email 250-300 words about why you bought it, any exciting
journeys you’ve enjoyed or issues it’s suffered from, plus three images, to jwm.ed@kelsey.co.uk
90 | Jaguar World / July 2021
The seller knew little about this particular
X100, but further research revealed that
it was one of 50 Carbon Fibre special-
edition vehicles and had a very high
specification. The copy of the original
sales document revealed an on-the-road
price in September 2004 of £73k.
The car was in great condition,
but not perfect. It needed some new
suspension bushes, engine V mounts, a
new tyre, the air conditioning needed
regassing and the rear-view mirror
needed fixing back on properly after it
fell off on the drive home.
Having bought the car, I immediately
started to plan a trip to the South of France
and, in June 2012, my wife and I embarked on
a ten-day, 2,000-mile tour. The holiday was an
absolute dream, with the XKR eating up the
miles and performing perfectly. We took in
the medieval towns of Albi and Avignon and
crossed the impressive Millau viaduct.
The trip was the first of many excursions
in the car. We have subsequently toured
Scotland, Ireland, Wales and many areas
of England, including the Isle of Wight.
In 2017, the car was even dressed in
temporary livery for a trip to the 24-hour
race at Spa Francorchamps, in Belgium. At
the time, Emil Frey racing was competing
in the Blancpain GT Series with its Jaguar
XK. It was one of a number of occasions
that I saw the ‘big blue cats’ race.
Nine years later, the car has now
completed just over 80k miles. It lives a
pampered life and is well maintained by
Tom Lenthall and his team of Jaguar
experts in Wokingham. And yes, I am still
in love with it.
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MODERN WORKSHOP

X351 XJ sunroof trouble

A sunroof is a mixed blessing – great in summer, but also problematic. Here,
we follow Tasker & Lacy fixing a faulty sunroof curtain on an X351 XJ

C
WO R D S & P HOTO G R A P H Y We eventually discover that the reason
ROB H AWKI N S the curtain isn’t moving along its track: a
piece of plastic (guide feet) is broken. A TOOLS
OMMON PROBLEMS on the new part is ordered from the local Jaguar ■ Torx: T20-30
X351 XJ concern its sunroof, dealer to fit the next day. ■ Trim tools
with complaints of creaking The work involves removing the sunroof
glass and calamities such as a glass and correctly refitting it, so the
non-working electric curtain, which is the following steps not only show how to fix
case on the model shown. a faulty curtain, but also how to correctly
Unsure of the cause of the problem, Tasker align the sunroof glass. THANKS TO
& Lacy’s technicians drop the headlining Tasker & Lacy
and inspect the motor and linkage that 2 Wyther Lane
operates the faulty front curtain. We suspect
someone has been here before because the DOING
Difficulty
IT YOURSELF Leeds
LS5 3BT
mounting bolts for the motor are slightly Time required: 5+ hours Tel: 0113 274 3362
damaged, but, fortunately, the motor and its On your own? No Website: taskerandlacy.com
mechanism are working properly.

92 | Jaguar World / July 2021

 MODERN WORKSHOP

1 2
Walter at Tasker & Lacy confirms the front sunroof curtain isn’t working; The headlining needs to be lowered to investigate this problem, so he
he can hear the electric motor, but the curtain doesn’t move removes the trim panels on the inside of the windscreen pillars, prising
off an airbag cover and undoing a Torx T30 screw behind

3 4
Next, the sunvisors are removed, undoing two Torx T30 screws for the Walter prises out a plastic vent above the door pillar to reveal a Torx T30
main mount and T20 screws for the smaller mount. The wiring for the screw, which he removes, and detaches another cover at the top of the
vanity mirror lighting needs to be disconnected B-post before undoing a Torx T30 screw

5 6
The plastic roof console, containing the sunroof switches and interior Next, Walter prises away the rubber door seal from the door aperture,
lights, is prised out of the headlining using a trim tool. Its wiring will then releases the trim on the inside of the B-post. This isn’t so easy to
remain connected to operate the sunroof and curtains refit because of the seatbelt height adjuster – see Step 24

7 8
The rear grab handles need to be removed to allow the headlining to be There’s one more Torx T30 fastening for the headlining to undo, which is
lowered. After releasing a couple of plastic covers on their exteriors, we hidden behind a plastic airbag cover on each C-pillar. Walter then releases
can see the couple of Torx T30 screws to undo the trim panel on the inside of the rear-most pillar

July 2021 \ Jaguar World | 93

MODERN WORKSHOP

9 10
After working around the headlining to release it from any trim clips, Walter operates the front sunroof curtain – the motor and its mechanism
it eventually drops down on top of the headrests for the front and rear are turning, but the roller curtain doesn’t move. He can’t even pull the
seating. We can now see inside the workings of the sunroof curtain out by hand

11 12
He removes the metal rod that operates the cogs for the sunroof curtain, Walter wonders if the problem is with the curtain’s motor, and removes it
and is able to pull the curtain out by hand, indicating that perhaps the by undoing two Torx T20 bolts and disconnecting its wiring. The condition
problem is not with the curtain of the bolts suggests someone has been here before

13 14
He decides to inspect the curtain track, which involves removing the With the plastic trim removed it exposes three Torx T25 screws on each
sunroof glass. After tilting the glass, Walter removes two strips of plastic side of the sunroof glass. These secure the glass to the mechanism and
trim, which are on the inside of the glass (at the sides) help to align it. He undoes all six

15 16
The sunroof glass can now be lifted off the top of the car and placed Walter detaches the sunroof curtain from its plastic guide feet and pulls it
carefully aside. Rob helps Walter to initially lift it up, then slowly feeds it out – it retracts on a ratchet mechanism. He spots one of the plastic guide
over the car and to him while standing on the top of the sill feet is broken

94 | Jaguar World / July 2021

 MODERN WORKSHOP

17 18
He picks out the remains of the guide feet stuck inside the curtain track With the arrival of the new guide feet, Walter carefully slots them into
thereby preventing the curtain moving across. He decides to change both the curtain track and clicks them into the end of the curtain, which is
guide feet and orders them to arrive the next day wrapped around a length of plastic

19 20
Before proceeding any further, Walter tests the sunroof curtain, which Satisfied the job is fixed, the sunroof mechanism remains lowered and
now opens and closes with ease. This can only happen when the sunroof Walter and Rob refit the glass. This is safer than refitting the glass with
mechanism is closed (despite the glass being missing) the mechanism up, only to find the glass fouls when lowered

21 22
Walter doesn’t have much space to refit and tighten the six Torx T25 However, the rear edge of the sunroof glass is raised, and the front edge
screws that secure the sunroof glass to the mechanism. He progressively is also a little high. This will result in unwanted wind noise, so Walter
tightens them by hand and checks the glass sits flush slackens all Torx T25 screws

23 24
This time, Rob pushes down on the front and rear corners of the sunroof Rob volunteers to help reassemble the XJ, but gets stuck with refitting
glass while Walter retightens the Torx T25 screws. Now the sunroof glass the trim cover for the B-pillar. The seatbelt height adjuster needs to slot
is flush fitting when closed into the seatbelt, which is quite awkward

July 2021 \ Jaguar World | 95

QUESTIONS AND ANSWERS

Jaguar World's
technical advice service
Edited by Ray Ingman

X300’s
Q
hot exhaust
A
I live in Austria and drive a 3.2 X300
that has developed a loud cracking
noise when switching the engine
not possible to touch the rear end of the
exhaust after driving. Is that normal?
I checked the spark plugs, which have
Cracking exhaust manifolds are
a common problem on both
AJ16 and AJ6 engines, but this
off. The noise comes from the exhaust a good straw colour and the cylinder is probably unrelated to your main
system and especially from the heatshield compressions are to specification. The concern. The audible cracking noise
mounted over the exhaust manifolds. engine position sensor’s dot appears you can hear is caused by the natural
I discovered that one of the manifolds exactly central in the sight glass, when the contraction of metal as it cools, also
was cracked (but not actually generating two notches in the camshafts are aligned frequently encountered with brake discs
any excessive noise), and fitted a new vertically. I also had a fault code reading at after a bout of spirited driving. In the
replacement. Disappointingly, this had no my local main dealer. Nothing amiss. What case of a heatshield, it may be possible
effect on the noise. else can I check? I do not want to turn the to remodel its contours so that the
Can the exhaust gas temperature be engine into melted metal. edges do not contact the manifolds
too high for any reason? On my car, it is Hermann Weik or associated hardware.
Regarding excessive heat,
STAR it should not be possible
to touch the tailpipes
after a moderate run, the
QUESTION temperature achieved being
capable of melting the rear
bumper skin if contact is made,
let alone the damage they are
capable of inflicting on your own skin.
So, assuming the mixture strength is
not weak, as apparently evidenced
by the spark plug colour you have
observed, we suspect exhaust blockage,
either in the main system caused by
collapsed baffles, or, more common,
within the catalysts. If threaded ports
are fitted to the cast iron exhaust
manifolds, a suitable gauge can be
fitted and the backpressure checked
– it should be less than 3psi at around
3000rpm. Any higher will confirm some
kind of restriction. To identify the exact
position of the problem, the exhaust
system can be split down into its
constituent components and reattached
section by section until an increase in
pressure reveals the culprit section.

Courtesy of Sealey Products (www.sealey.co.uk; 01284 757500), the sender of each issue’s Star Question will be the envy of their
friends when they receive an aluminium adjustable-focus 3w LED torch (worth £28.74 Inc. VAT). The ‘LED020’ produces an extremely
bright white light with an output of 110 lumens – count them! The illumination pattern can be altered from spotlight to wide area
with a simple twisting action of the head and a three-function on/off push-button provides full, half and blinking light possibilities.
All this is contained within a lightweight aluminium housing and is powered by three AAA batteries (not included).

96 | Jaguar World / July 2021

 QUESTIONS AND ANSWERS

S-TYPE climatic calamity Jaguar dealers and specialist independents have replaced the
interior temperature sensor and the mixture control valve to

Q
I live in Canada, a land of extreme weather conditions,
and the climate control module (CCM) of my 2003
4.2 S-TYPE Sport Model is not functioning properly. It
usually responds to inputs, but delivers cold air at a setting of
25degC – so I need to select 27degC to get heat. Occasionally,
the CCM does not respond at all (it goes to sleep) and I have
to turn off the engine and restart, when the CCM once again
responds to inputs – albeit erroneously.
no avail. The unit has been decoded employing Jaguar dealer
systems, Autologic and Auto-Enginuity code readers, but
everyone is still guessing. Additionally, I have sent the CCM to a
specialist company in the US that reports it is functioning okay.
Despite all this evidence, the dealer advises that the CCM is
probably malfunctioning rather than another system component.
The cost of a new module from Jaguar is a non-starter given the
age and value of the car. The car is a superb performer especially
on long trips.
Can you give me some advice? I will be in the UK for the
month of September and could bring the CCM with me if there
is a recommended specialist with a good track record in dealing
with this sort of problem.

A
Tom Doyle
If you have already had the CCM checked by a specialist
company with no fault found it is likely that a professional on
this side of the pond will reach the same conclusion. In such
cases, we find checking by substitution is a good method to follow.
Investigate borrowing a unit from a fellow owner (probably via
an owners’ club) who has a known-to-be working climate control
system; alternatively, a similar arrangement could be reached
with a Jaguar garage or breaker’s yard on a sale-or-return basis.
The fault would then be proven and a used CCM obtained at
an economic price from either a local dismantler or one of the
many advertisers in this magazine.

XK radio reception Additionally, there is usually a signal

booster, either integral with the aerial
assembly or remotely located in the
boot area. This could also be faulty, but

Q
After your helpful advice concerning
my query about changing the
gearbox oil [see JW, May/June 2020,
p79], which I followed, I wonder if you have
the M25, but this also occurs elsewhere,
though not every time).
My local Jaguar independent specialist
could detect no fault codes.
replacement is the only practical method of
repair. Tom Lenthall Ltd can assist in both
these areas and is located about 20 miles
away from you, in Finchampstead.

A
any suggestions regarding my 2010 XK 5.0 Martyn Calder
N/A Portfolio convertible’s radio.
About a year ago, the radio reception There isn’t a common software
started playing up. This is FM, rather than issue on the 5.0 affecting FM
DAB (the latter has always been pretty reception. However, there is a
useless, displaying only a small handful Technical Bulletin for a DAB+ upgrade,
of stations). However, the FM reception which is just an update and should solve
has also become notably poor within the the DAB issue. With regards to the FM,
outer limits of the M25, even on major it’s most likely an aerial-related issue. The
stations such as LBC and Magic. Twenty aerial is mounted on the bootlid and
miles beyond the M25, these stations its co-axial cable has to flex every time
become virtually non-existent. Also, when the boot is opened. Consequently, it can
I first turn on the radio, it often searches become fatigue damaged. It is located in a
through all the FM frequencies rather rubber conduit/hose near the boot hinge
than pick up the station I had previously mechanism, so strip this down and repair
tuned it to. (I live in Chertsey, just inside as required.
Our technical experts are ready to give you help and advice on any problem. If your question is a particularly complex one, it may take time to respond, and
in some circumstances it may be beyond our resources to do so. In this unlikely event, we will let you know. Please allow up to three months for a response via
the magazine. Personal responses can be given, but at our discretion. Fax: (FAO Jaguar World Q&As): +44 (0)1959 541400 Email: jwm.questions@kelsey.co.uk
Post (enclosing an SAE): Jaguar World Q&As, Kelsey Publishing Group, PO Box 13, Westerham, Kent TN16 3WT, England.
JW would like to thank Martin Pike of Classic Engineering, (01992 788967) Keith Parrington of
Painting Classic Cars (01323 885123) and Tom Lenthall of Tom Lenthall Ltd (0118 9731614)
July 2021 \ Jaguar World | 97
 XJ X300 front
wing replacement
Auto Reserve swaps the front wing on Craig Cheetham’s X300

O
WORDS & PHOTOGRAPHY If you fancy having a go at such a job on
ROB HAWKINS your own car, the following pages show
what was involved in swapping Craig’s
DOING IT YOURSELF
Difficulty
NE OF the most common X300’s old one with a wing from a black Time required: 2-3 hours
rust spots on the XJ X300 Daimler hearse, which was later resprayed to On your own? Yes
is its front wings, especially match the rest of the turquoise exterior.
around the bottom rear edge.
Surprisingly, the adjacent sill often
survives intact, but, as road dirt and
water get past the inner wheelarch trim,
THANKS TO TOOLS
Auto Reserve Limited ■ Axle stand
this helps to corrode the wing. Unit 6, Belfield Street ■ Clean container for liquid
New wings are available, but they cost Ilkeston ■ Masking tape
over £600 each, so many owners resort Derbyshire DE7 8DU ■ Multipurpose grease
to sourcing a good-quality second-hand Tel: 0115 837 2707
replacement for between £120 and £170 Website: www.autoreservejaguar.com ■ Penetrating fluid
from used spares specialists and breakers ■ Plastic sheeting
such as Auto Reserve. This is exactly Smarten-Up Car Body Repairs ■ Scotch-Brite pad
Unit 1, Northern Mill Ind Est ■ Spanners/sockets: 10mm,
the route that Jaguar World’s senior Field Road, Ramsey
contributor Craig Cheetham chose for his Huntingdon PE26 1JD 13mm, 19mm
own XJ6 X300 when its offside front wing Tel: 01733 844115 ■ Trolley jack
had corroded beyond repair.

98 | Jaguar World / July 2021

 CLASSIC WORKSHOP

1 2
Mark Bennett at Auto Reserve begins the wing swap by removing the front Mark pulls the bumper forward a little to release it (it’s not secured to the
bumper, which is secured to two front mounts with 19mm bolts. These can inner wheelarch trim). Unusually, there are several cable ties around the
seize, but not on this occasion offside front corner

3 4
The cable ties are holding the windscreen washer bottle in position, With the bumper removed, Mark notices that the offside bumper mount
and are cut, while the wiring plugs for the fog lights and indicators are is broken. Auto Reserve has plenty of spares, though, along with a washer
detached at either corner of the front bumper bottle mount

5 6
While the car might have suffered a front impact, resulting in the The OSF inner wheelarch liner needs to be removed to remove the wing. It’s
damage, Mark is confident he can repair everything, so he loosens the secured with 10mm plastic nuts and trim plugs, which all loosen and can be
OSF wheel nuts, raises this corner and removes the road wheel removed

7 8
The front wing is secured with two 10mm bolts at the base of the A-post, There are another two 10mm bolts to undo at the front corner of the
which are threaded into the top of the sill. There are also two more 10mm wing, which are very rusty. Spraying penetrating fluid over them first
bolts to undo, secured above here often helps to slacken them and these can be undone

July 2021 \ Jaguar World | 99

CLASSIC WORKSHOP

9 10
Four 10mm bolts along the top of the wing can be accessed by opening The front wing can now be lifted off the car. The wiring for the indicator
the bonnet. These are often the easiest to undo because they don’t side repeater has to be detached, but, otherwise, it’s free to be removed.
corrode, so we left them until last We can see the extent of the corrosion is beyond repair

11 12
Looking at the condition of the front edge of the offside sill, Craig’s XJ has Before the replacement wing is fitted, the windscreen washer bottle is
escaped lightly. It is intact and, despite some surface rust, is in reasonable swapped. First, Mark drains the screenwash into a clean container so it can
condition for a car that’s 25 years old be reused. He removes the pump to drain it

13 14
A low-level sensor and a rubber grommet for the washer pump need to The four 10mm bolts that secure the front of the washer bottle to the XJ
be removed from the old washer bottle and fitted into the replacement. are still present, along with the plastic remains of the old washer bottle,
Mark swaps these parts over so Mark undoes them to reuse

15 16
With the replacement washer bottle secured in position, the old pump Mark trial fits the replacement wing from the Daimler hearse. It’s a good
and low-level sensor are fitted, and the screenwash drained in Step 12 is fit, so he loosely fits the 10mm bolts into the A-post, at the front edge of
poured in. Mark checks around for leaks the wing and across the top of it

100 | Jaguar World / July 2021

 CLASSIC WORKSHOP

17 18
The panel gaps between the wing and the driver’s door and the bonnet Mark refits the inner wheelarch liner, securing it with its 10mm plastic
are checked, before the 10mm mounting bolts are progressively nuts and trim plugs and makes sure it’s fed behind the lip of the front
tightened. Mark fits rubber trim along the top edge of the wing wing’s wheelarch, especially at the bottom edge

19 20
The broken front bumper mount is replaced. It’s secured with three Mark applies plenty of multipurpose grease to the ends of the two 19mm
13mm bolts. Auto Reserve sells these for £20. The alloy mounts are prone bolts that were undone in Step 1, then refits the front bumper and
to corrosion and swelling, so are worth replacing connects the fog light and indicator wiring, followed by the bolts

21 22
Craig returns home in his XJ and five months later, due to the Covid-19 He removes the side repeater and a small piece of trim from the wing,
pandemic, manages to arrange for the wing to be resprayed. First, he rubs then begins masking-up, starting with the bumper and finishing with the
down the shiny black paintwork with a Scotch-Brite pad rest of the car except for the wing to be painted

23 24
With the XJ in the spray booth at Smarten-Up Car Body Repairs, painter After the masking tape and plastic sheeting have been removed, the
Norman Dawes works his magic. It’s a good job the rest of the car is painted wing is much better, but also much cleaner than the rest of the car.
masked up because that turquoise paint gets everywhere However, it has blended in sufficiently

July 2021 \ Jaguar World | 101

PRODUCTS AND SERVICES

E-type winders
SNG Barratt has just unearthed an
intriguing and ongoing problem associated
with the window winder regulators as used
in the Series 2 (2+2) and 3 E-type.
Similar in shape to a parallelogram, these
simple pivoting devices were used on all
E-types in one form or another throughout
the entire production run, with their left-
and right-hand form clearly illustrated in the
spare parts catalogue. However, such is the
nature of their construction, the regulator
mechanisms can be folded inside out and
fitted on the opposite side of the car to
which they were intended. Examples have
been spotted of this ambidextrousness in
the past and, with the assistor spring flipped,
it will work just fine, although wrong.
Changes made to the lock mechanism
when interior door handles became
recessed later in production meant that the
remote-control link that operates the lock
from the handle moved from behind the
door card to mounted inside the door. To
prevent rattles from the link arm, a plastic
hoop mounted on a small bracket was
added inside the door cavity to support the
link. To make space, the engineers flipped
the orientation, swapped the springs of the
window winder and thus the right became
a left and vice versa. The spring is there to
assist with the lift of the glass when closing
the window, thus tension is wound into the
12 ti a
ols
The V12 engine chain damper setting
tool and cam wheel retaining tool are
now available from Rob Beere Racing.
The damper setting tool replaces
the obsolete original, part number
JD38, and sets the chain dampers in
moments. Price: £240.
spring on the way down, assisting lift on Replacing the original Churchill
the way back up. part number JD 40, this stainless-
But, factory parts diagrams were never steel tool makes an awkward job
updated to show the regulators in the simple. Price: £22 per pair.
actual orientation in which they are fitted Prices exclude local taxes.
to these later cars, true of SNG Barratt’s Tel: 02476 473311
own in-house parts catalogues, the facts Website:www.rob-beere-racing.co.uk
being largely undocumented and not
widely known until recently. As such, it
is possible that many restored examples
may have the window regulators fitted to
the wrong side of the car, especially if the
factory manual was referenced. Complete
mechanisms and the fragile plastic cover
are available from SNG Barratt, suitably
numbered for the correct side.
Sales Office UK
Tel: 01746 765432
Website: www.sngbarratt.com
sales.uk@sngbarratt.com
Sales Office USA
Tel: +1 800 452 4787 (toll free)
sales.usa@sngbarratt.com
Sales Office France
Tel: +33 (0) 3 85 20 14 20
sales.fr@sngbarratt.com

Round the bend

Getting a good brake pipe curve is important to the efficiency of the system
and looks good, too, but trying to match the original curve, while avoiding
kinks, can be challenging. So, Laser Tools has introduced a tool that not only
enables the perfect curve, it also has a double channel allowing the user
to make an exact copy of the original pipe. This ingenious device has the
facility to bend pipes of 25mm, 35mm, 50mm, 65mm and 80mm diameter.
Part number 8032 is typically priced at £45.72 (inc UK VAT), although
discounts are sometimes available through stockists.
Website: www.lasertools.co.uk

102 | Jaguar World / July 2021

 PRODUCTS AND SERVICES

E-type panels
With increased demand in E-type restoration, the Hutson Motor Company has just had
new tooling made for the early E-type flat floor pressing. BD22693 is the full panel while
the lower repair section is also available. Also just finished are the Series 1 and 2 front
bulkhead panels coated in Zintec, windscreen upright sections, inner and outer sills, bonnet
centre sections and much more besides.
Tel: 01274 669052 Website: www.hutsonmoco.co.uk

XK performance exhaust
The Bristol-based specialist Swallows Racing
has developed its own performance exhaust
for the X150 generation of XK with the
X-centre deleted. Designed to use instead of
the standard centre silencer box, it is suitable
for both the 4.2- and 5.0-litre models, priced
at £599 plus VAT.
Replacing the centre section of the
exhaust system allows for more of the true
V8 sound, while not being overly intrusive.
The bolt-on sections are fabricated from
top-grade 2.5in 316 stainless steel tube.
A high-quality fitting kit is included.
Tel:
Design icon model Email: enquiries@swallowsracing.co.uk
Created by a team from Jaguar’s own studio, these handsome scale models embody the Website: www.swallows-jag.co.uk
’ . .
x 6cm, the models feature an etch d plaque to the undercarriage and ar available in
three premium metallic paint finis es: Bronze Atlas, Hakuba Silver and Gloss Black.
Pc
Website: .

Suits you
This Jaguar-branded roll-up suit
carrier will make itself very handy
for your post-lockdown getaways.
Made from nylon, it features multipl
storage pockets for your accessories
(including shoes) before folding up
into an easy-to-carry bag.
Priced at £50, it is available from
Jaguar’s online shop.
Website: shop.jaguar.com/uk

July 2021 \ Jaguar World | 103

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104 | Jaguar World / JULY 2021
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Cars for sale
E-TYPE
1974, £139,000. Two door, dark blue exterior
with blue interior and blue mohair hood. Full
restoration completed in 2019 and covered less
than 500 miles since. Large history file along
with a memory stick of comprehensive photos
of the work done. In excellent condition and a
pleasure to drive. Please call 01993 849610,
South East.
107130
E-TYPE
1969, 93997 miles, £97,995. RHD.Carmen Red
with black trim. Comes with Jaguar Heritage
Certificate. This car has been painted to an
extremely high standard. Other work included
are uprated torsion bars, Reconditioned rear
axle, 321 Electronic ignition, New fuel tank,
New complete wiring loom, Complete new
stainless exhaust, New Chrome Wire Wheels,
new petrol tank. Originally an automatic, this
car has been converted to manual using the
Jaguar 4 speed including a new correct manual £7,995. Rust free LHD Californian car. Has been
gearbox tunnel. Please call 01636812700, East dry stored for years. Please call 01763262263,
Midlands.
107937
E-TYPE MK II
1969, £69,000. DHC, LHD, red. One owner
for 35 years. Heritage certificate. Very original
paintwork, leatherwork, chrome, hood and
rack. Lovely engine, gearbox and axle. Well
maintained with five new tyres and new battery.
Drives correctly. Would exchange for smaller
sedate classic. Please call 01722 743681,
South West.
107399
E-TYPE
1966, POA. 3.8 MK2 Saloon. Stunning in one
of the most desirable colour combinations
of original Oplaescent silver-blue with navy
leather Recaro interior. Full restoration and
engine rebuild in 1990. Automatic gearbox with
modified centre console gearshift selector, rack
and pinion power steering, cold air-con, vented
front disc brakes, the list goes on. Absolutely
showroom condition throughout. Please call
1966, £89,995. 4.2 Series 1. 2+2, Signal Red 01277365415,
107120
South East. (T)
with Biscuit Hide. Two owners from new. Total MK IX
ground up restoration by MandC Wilkinson. A
unique example fitted with Overdrive.Adjustable
reaction plate, alloy header tank, stainless
steel exhaust, 4 pot calipers, electric steel
sunroof, electronic ignition, high torque starter,
15” MotaLita steering wheel. Outstanding in
every respect. Please call 01636812700, East
Midlands.
107935
E-TYPE
1959, £4,995. 3.8 Auto. Left Hand Drive with
sunroof. Ex California car. No terminal rust. A
solid base for restoration. Car was originally
British Racing Green over Sherwood with biscuit
interior. The car has the original engine block
with a later replacement head. Engine runs fine.
Video of it starting and running available. Many
interior parts present but needing restoration.
Please
107858
call 07931 360396, North West.
1964, POA. SI 4.2 E-Type FHC. Just completed SOVERIGN
a full restoration, a well detailed car. Please call
01424 234555, South East. (T)
107100
MK II
1990, 180.000 miles, POA. Excellent condition
inside and out with some wear on the passenger
seat. Well looked after and maintained since
ownership. Acquired in 1994 and had one prior
owner from new. Some service history, the car
South East. has been kept in a garage since owned. , South
107268 East.
JULY 2021 \ Jaguar World | 105
 TRADE ADVERTISERS CALL: 01732 441642
EMAIL YOUR AD TO: cars@kelseyclassifieds.co.uk
SOVERIGN
1990, 64000 miles, £7,995. Silver, LWB saloon.
Drives amazing in every aspect. Number plate
D180 DAD is included in the sale and will stay
with the car. Please call 01889 580222, West
Midlands. (T)
107925
XF
201, £8,995. Jaguar XF Luxury 3.0 V6 Diesel,
Black with Black leather, Very nice car with
FJSH. Enquiries please contact Matt Roberts on
07949 669579.
XJ
1995, 199700 miles, £1,850. XJ Sovereign.
3.2 litre X300. Well maintained, one previous
owner, runs great, 11 months MoT. Reliable,
solid car. Please call 07934 857648, Wales.
107877
XJ
2006, 58000 miles, £11,995. 2.7D LWB.
Immaculate service history, top of the range
X350. Heated seats front and rear, premium
sound, the ultimate wonderful motor car.
Private plate to be removed. Please call 01492
870150, Wales. (T)
107097
106 | Jaguar World / JULY 2021
XJ XJS
2006, 73500 miles, £9,250. Petrol 4.2. Frost
blue metallic exterior with full cream leather
interior. Full Jaguar and specialist service
history. MoT until November 2021. Please call 1988, 65538 miles, £17,995. XJS V12, white
07909 812866, Yorkshire and the Humber. with new blue mohair hood and blue leather
107207 interior. Full documented service history. Please
XJ8 call 01889 580222, West Midlands. (T)
XJS
2005, 48000 miles, £18,350. 4.25 Coupe.
First registered on 30/12/05. Final Edition bay
blue with ivory leather interior. Service history,
sold with 12 month’s MoT. New front discs and
pads. In beautiful condition. Please call 07598
328025, Yorkshire and the Humber. 1989, 47883 miles, £24,995. XJS V12
107420
convertible. Inlaid walnut red piped leather
XJ8 interior. Unique number plate XJS 12V included
in the sale. Please call 01889 580222, West
Midlands. (T)
XJS
1995, 41850 miles, £34,950. Flamenco mica
red, with magnolia leather, near concours
condition, no modifications with uprated
modern aircon. 4 speed auto, outboard brakes,
passenger air bags ( SRS ), Teves Mk 4 ABS.,
and side protection bars, 16” wheels, and
strengthened galvanised body. . two sets of
keys, and all paperwork and handbooks.Please
call 07850577124, London .
62800 miles, £5,750. 4 litre. Low mileage for XJS
year, maintained to a high standard, headlining
replaced, garaged. MoT Sep 2021. Please call
07815 295774, West Midlands.
107436
1995, 38671 miles, £12,000. Low mileage, four
litre, 6-cylinder, two owners from new, garaged.
Selling due to health. Please call 01892 870596,
South East.
108005
XJS XK XK

1958, POA. XK RSL 203. Midnight blue with

1995, 38671 miles, £12,000. Low mileage, 4
litre, auto, red, two owners from new, current
MoT till Sep 2021, selling due to ill health.
Please call 01892 870596, South East.
107414
XJS
original navy hide and blue carpets. Four-speed
manual, Standard 3442cc twin Su carburettors, 2012, 10531 miles, £28,000. 5.0 Portfolio
uprated callipers and discs all round. Please call Coupe auto. Mint condition. Full Jaguar main
01728 830935, South East. (T) dealers service records, all documented. Please
107297 call 07963 349422, West Midlands.
XK 107729
XK

64,000mls, 1993, £15,000. met blue, a/con,
ft fogs, headlamp power wash, speed control,
selling by 2nd owner. Please call 020 7937
1275.
2012, £20,995. High spec and beautifully
presented 5.0 Portfolio. Drives as well as it
looks. White with black interior. . MoT till July
2021. Please call 01424 234555, South East.
(T)
107098
1954, £275,000. XK40 DHC 3.4, RHD. British
Racing Green with green hide trim and green
carpets. Just 37 miles since restoration. Touring
specification engine with C Type cylinder head.
Please call 01728 830935, South East. (T)
107299

Arun Sales & Service Centre

100+ Contemporary and Codmore Hill Garage, Stane Street,
Pulborough, West Sussex RH20 1BQ
Classic Vehicles in Stock (01798) 874477
arunltd.com

£119,995 £114,995 £109,995 £59,995 £36,995 £35,995

1948 JAGUAR MK IV JAGUAR E-TYPE SERIES 1958 JAGUAR XK150 1972 JAGUAR E-TYPE 2012 JAGUAR XKR 5.0
3.5 LITRE DROP HEAD III V12 ROADSTER 3.4 ROADSTER SERIES 3 MANUAL CONVERTIBLE 2011 JAGUAR XKR-S 5.0
COUPE
£32,995 £29,995 £22,995 £22,995 £20,995 £18,995

1993 JAGUAR 2015 JAGUAR F-TYPE 2010 JAGUAR XKR 5.0 1992 JAGUAR XJS V12 2008 JAGUAR XK
XJS 6.0 LITRE V12 3.0 V6 340 BHP COUPE CONVERTIBLE 2007 JAGUAR XK 4.2 CONVERTIBLE
CONVERTIBLE
£15,995 £15,995 £14,995 £13,995 £12,995 £10,995

2012 JAGUAR XJ D V6 2003 JAGUAR XK8 2007 JAGUAR XKR 4.2 2013 JAGUAR XF D 2005 JAGUAR XK8 2010 JAGUAR XF V6
PORTFOLIO CONVERTIBLE SUPERCHARGED COUPE LUXURY SPORTBRAKE WHITE BADGE PREMIUM LUXURY

JULY 2021 \ Jaguar World | 107

 TRADE ADVERTISERS CALL: 01732 441642
EMAIL YOUR AD TO: cars@kelseyclassifieds.co.uk
XK8
1998, 83250 miles, £6,850. POA. Excellent
condition. Silver bodywork and black leather.
Good service history, 3 owners, MOT to 17
Jan 2022. Special number D9 ASK negotiable.
Please
107203
call 01628628608, South East.
XK8
2004, 84000 miles, £9,450. 4.2 Coupe. Spring
is on the way, don’t miss out on this lovely
example! Silky smooth runner. Meticulously
maintained. Mine 10 yrs. Just serviced. MOT
March 2022. Sills, footwells, front chassis
legs restored. Rear subframe replaced. New
headlining, battery, front discs, all pads. 2 new
Pirellis, 2 at 6mm, 3 keys, 16 stamps. Please
call 07974936422, South West.
107431
XK120
1951, POA. XK120 OTS 3.4, RHD. Birch grey
exterior with biscuit and red trim. C type
cylinder head with twin SU-HS8 carburettors,
original close ration gearbox. Please call 01728
830935, South East. (T)
107298
XKR
1999, 85795 miles, £7,500. 4.0 Supercharged.
Metallic blue, excellent rust free paint work.
Oatmeal leather/walnut dash. Very good
condition. MoT, little use in last five years,
much admired. Bills for servicing, maintenance.
Please call 01943 870234, Yorkshire and the
Humber.
107718
108 | Jaguar World / JULY 2021
XKR Miscellaneous
CALENDAR
1998, 42400 miles, £12,750. Supercharged £20. 1995 and 1996 calendars. Very large -
coupe. Carnival red with cream interior. 600mm x 600mm. Please call 07730 437219,
Excellent condition. Three owners from new. South East.
Low mileage. Full service history by main 107330
dealers or marque specialists. Please call MAGAZINES
07399
108064
529652, South East.
£30. 115 copies, 2010-2021, buyer to collect.
XKR Please call 01638 663829, East of England.
107334
CAR COVER
88510 miles, £13,500. Coupe Lux 4.3 super
charged V8. Finished in midnight with warm £40. External car cover for XK/XKR (modelled on
charcoal trim. Stunning example from a private XF). Used only twice. Please call 07543 695061,
Jaguar collection. Very high specification South East.
including keyless entry. Full and detailed Jaguar 107430
history including a recent full service. Please
call 07815 040038, South West. MASCOT
107016
Spares
XJS AND XJ12 SPARES
£30-£50. XJ12 exhaust centre parts, unipart
N.O.S, £50 pair. One Starfish alloy wheel, good
condition, £40. XJS 3.6 A/C compressor, £50. XJS
front brake back plates, £30 pair. Collection only. £250. Leaping Jaguar, gold plated on heavy
Please call 01787 377602, East of England. black base. Excellent condition. Please call 01159
108034
656279, East Midlands.
WISHBONE BUSHES 107685
SIGN
£5. CAC 9295 Jaguar wishbone bushes. Please
call 01268 976701, South East.
107170
XKR GT3 tailgate
£1000. GT3 tailgate, complete with
homologated carbon rear wing, in Jaguar GT3
colour. Please Tel 07816 099763
XKR 4.2 GT3 engine
POA. full specifications available, Ex-Apex,
brand new from Mountune dyno, dry sump £345. Classic 1960s style. Internally illuminated
system, can be with ECU, Price upon enquiry powder-coated aluminium box sign. 48” x
Please Tel 07816 099763 12” 3.5”. Fitted with modern LED lighting and
XKR 4.2 GT3 engine electronics. Externally finished in ivory, suitable
for wall-mounting or hanging. Please call 02089
£500. 4.2 V8, new, dyno time of 5 hours only 425151, South East.
Please Tel 07816 099763 107526
 Chiltern
Jaguar Specialists
Tel 01442 833311
Open Mon -Fri 9.30am- 6pm,
Sat 9.30-5pm, Sunday by appointment
Unit 1 and 2 Independent Business Park,
Mill Road, Stokenchurch, High Wycombe,
Buckinghamshire, HP14 3TP Jct5 M40

2015 Jaguar XK 5.0 Supercharged V8 Dynamic R 2dr Auto
Features Bluetooth wireless phone connectivity Clock Cruise control +
speed limiter DVD Satellite Navigation with 7" colour display Front and
rear parking sensors Graphic information display Power Steering Park
assist camera **10,000 MILES ONLY**....................................... £52,995
1999 Daimler V8 4.0 V8 Super 4dr Auto [LWB]
This classic Super V8 LWB is one to put in the garage and be cherished
'Panic' switch for central locking/sunroof close Cruise control+steer
wheel mounted controls Integrated harness and keypad for GSM option
Power Steering Trip Computer
..................................................................................................... £6,995
2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto
Bluetooth wireless phone connectivity Clock DVD Satellite Navigation
with 7" colour display Front park assist + touch-screen visual aid
Graphic information display Rear parking aid Trip computer with
message system 6 disc dash mounted CD/MP3 autochanger Bowers
and Wilkins premium sound system........................................... £26,995

2014 Jaguar XF 5.0 V8 Supercharged XFR 4dr Auto [Start Stop]
7" colour screen Bluetooth telephone connectivity Driver information
centre Front Parking Aid Navigation system with HDD mapping RDS/
TMC + DVD player Rear parking sensor Service interval indicator
Servotronic PAS **BRG/IVORY 1 OWNER FSH**
.................................................................................................... £25,995
2009 Jaguar XK 5.0 Supercharged V8 R 2dr Auto
Bluetooth wireless phone connectivity Clock DVD Satellite Navigation
with 7" colour display Front park assist + touch-screen visual aid
Graphic information display Power Steering,
................................................................................................... £23,995
2006 Jaguar XK 4.2 V8 2dr Auto
6 months warranty, Full service history, Excellent bodywork, Interior -
Excellent Condition, Tyre condition Excellent, Black, 3 owners,
.................................................................................................... £13,995

2010 Jaguar XK 5.0 V8 2dr Auto
Bluetooth wireless phone connectivity DAB Digital radio Jaguar 525W
premium sound system Clock DVD Satellite Navigation with 7" colour
display Active front light system Hood - Black
.................................................................................................... £20,995
2013 Jaguar XJ 3.0d V6 Portfolio 4dr Auto [8]
Rare Italian Racing red with Ivory Leather, huge Portfolio Specification,
8" touch screen Analogue clock Auto speed limiter Front Parking Aid
HDD Navigation System with touch-screen and traffic message channel
................................................................................................... £18,490
2000 Jaguar XK8 4.0 2dr Auto
Power Steering Cruise control Reverse parking aid Trip Computer 6
CD autochanger Hood - Blue - XK Series Classic leather pack - XK8 6
speakers Classic leather pack - Cashmere
.................................................................................................... £10,995

2016 (66) Jaguar F-Pace 3.0 V6 Supercharged S (AWD) 5dr
Bluetooth wireless phone connectivity Aluminium veneer CATS with
adaptive damping Navigation system with touch screen Reverse
parking aid Metallic - Zircon Blue, Speed sensitive power steering
.................................................................................................... £34,995
2019 Porsche Cayman 2.0 2dr PDK
Porsche Cayman Features Connect Plus Apple CarPlay telephone
module wireless internet access carfinder remote vehicle status
remote service vehicle track Digital displays for vehicle speed chosen
gear odometer trip odometer and clock.................................... £43,995
22016 Mercedes-Benz E Class 3.0 E350d AMG Line Edition
Cabriolet 9G-Tronic (s/s) 2dr
10-Way Electric Front Seats 18in 5-Spoke Alloy Wheels (235/50 R18
Tyres) 20" Alloy Wheels 3.5mm Stereo Auxiliary Input Socket 8" Single
view Touchscreen Alloy Wheels-20in Blade 5-Spoke
.................................................................................................... £22,395

AA Approved
Dealer
All cars sold with:
• Full MOT
• Full Service
2009 Jaguar XKR 5.0 Supercharged 2dr
Rear view camera, Leather Upholstery, Perimeter
2013 Jaguar XK 5.0 Supercharged V8 R 2dr Auto
Service history, Power Steering, Rear Parking aid,
2011 Jaguar XK 5.0 V8 Portfolio 2dr • Pre-delivery inspection
sensing alarm, Smart keyless start, Convertable, Leather interior, remote central locking, Keyless Leather Upholstery, Front and rear parking aid. Perimeter 36 month parts and labour warranty
Black entry Green. sensing alarm, Convertible, Voice control, Rear view
........................................................................£23,995 ........................................................................£24,995 camera, Grey available on all Jaguars
........................................................................£24,995

www.chilternjag.co.uk
 J61-781 J88-898 J69-274 J50-121

1961 Jaguar-XKE Series 1 3.8 OTS 1988 XJ-SC V12 Cabriolet 1969 Jaguar-XKE Series II 4.2 OTS 1950 Jaguar XK-120 3.4 Alloy Roadster
The restoration of this E-Type has completed! Please 20k miles since new. In great condition with an elegant Magnolia leather interior. This elegant 1969 Series II E-type was purchased by its previous Classic Showcase is pleased to offer one of the rarest classic Jaguars available
contact us for more information on this very special first Mechanically very sound, always maintained by local Jaguar specialists and garage owner from a local Jaguar enthusiast who had brought the car in the world today, the Alloy-bodied XK-120 Roadster. The car offered here,
generation E-Type Roadster! Numbered 781 in the first- kept. 3 /4 automatic transmission, power steering and brakes, power tinted windows out of longtime storage in New England. Sometime later, he took chassis number 670121, is one of the hundred eighty-four delivered with
year production run exhibits many of the early sought- and door locks; Burl Walnut trim inlaid with contrasting matching wood inserts; the XKE to his local restoration shop where they performed the left-hand drive, out of a total of 242 Alloy-bodied cars produced. A nice example
after features like flat floors and welded louvers. Has been leather upholstery, air-conditioning, driving lights, security system, traction control, initial service to get the car driveable, and to verify the original of the rarest of all early patterned Aluminum bodied cars with steel disc wheels,
repainted in it's original Cream exterior with a Dark Blue rear defogger, cruise control, chrome Sport spoke wheels. Classic Showcase - mileage was in fact 17,052. Classic Showcase - Oceanside, and distinctive rear mudguard spats Classic Showcase - Oceanside, California -
interior and complimenting Blue top. Oceanside, California -www.classicshowcase.com - T:001 760758 6100 California - www.classicshowcase.com - T:001 760758 6100 www.classicshowcase.com - T:001 760758 6100
J59-012 J62-990 J59-599 J61-169

1959 XK-150 S 3.8 FHC 1962 Jaguar Mark II 3.8 Sedan 1959 Jaguar XK-150S 3.4 FHC 1961 Jaguar-XKE Series 1 3.8 OTS
This spectacular Jaguar XK-150 S FHC show car is an original California car, and a Carefully stored in Southern California since the early 70s, and has received a fresh Classic Showcase restored this beautiful E-type to a Show/ Outside Bonnet Latch
very rare example that underwent an 2-year restoration by a well-known marque respray to a highly desirable color of British Racing Green, Tan custom tailored and fit Driver level. Meticulously maintained, well cared for, and kept This incredible first-generation outside bonnet latch XKE, which is correct and
expert. This example was built on January 15, 1959, and is one of only 149 Left interior. The car has also been stripped to bare metal and placed on a rotisserie, its as a part of a large collection. This E-type is in a very rich color proper, has recently completed its restoration to the highest standards of show-
Hand Drive FHC “S” Models produced; of those, only 87 were imported into the metal was finished, and leaded. All body parts were fitted to the car and chrome, then combination of Black & Tan. A DVD of the restoration process level correctness! It's not every day that a first generation E-Type is available to
United States Classic Showcase - Oceanside, California - www.classicshowcase. prepared for primer, sealer, paint, base, and clear, and was color sanded and buffed does accompany the vehicle. This is a fabulous example of a purchase, and has the early sought-after features like flat floors, welded louvers,
and an outside bonnet latch. Our team was very excited about restoring such
com - T:001 760758 6100 to a fabulous finish. The engine was rebuilt back to factory specifications. Classic Show/ Driver for any Jaguar enthusiast to admire and enjoy. a rare, unique piece of Jaguar history, and especial y to locate one with such a
Showcase - Oceanside, California - www.classicshowcase.com - T:001 760758 6100 California - www.classicshowcase.com - T:001 760758 6100 stunning original color combination of gunmetal and red. Classic Showcase -
Oceanside, California - www.classicshowcase.com - T:001 760758 6100
J58-923 J67-274 J62-725 J58-312

1958 Jaguar XK-150 3.4 FHC
This XK-150 features a matching numbers engine, and has been
professionally restored by Jaguar Professionals. The transmission has been
upgraded to a 4-speed to enhance your driving pleasure. The Coupe has been
driven sparingly since it's restoration, and features fog lights, dual exhaust, 2
SU carbs with a beautiful biscuit interior and is ready to show drive, or add to
a collection as a good investment. Classic Showcase - Oceanside, California -
www.classicshowcase.com - T:001 760758 6100
J67-369
1967 Jaguar-XKE Series 1 4.2 OTS 1962 Mark II 3.8 Sedan (RHD) 1958 Jaguar Mark I 3.4 Saloon
(with hard top) This 1967 Series 1 E-Type roadster is an incredibly preserved, Classic Showcase is pleased to offer this striking numbers- This highly original Mark I Saloon still presents in its original color
numbers matching with believed to have only 29,863 original miles as stated from the matching 1962 Jaguar Mark II right hand drive example, that combination of Black and Cinnamon. Its leather interior has been
previous long term owner. It presents in a truly stunning condition of Old English White has been restored to a Show-Driver level by professional kept in its original condition, showing slight patina, which is normal
paint, a matching white hardtop, excellent black soft top, and black leather interior. Jaguar restorers. The Sedan presents wonderfully on the for a car of this age. The rest of the interior is just as original, from
Jaguar Connection had restored, and maintained, this vehicle for its previous owner. outside and inside, as it has been completely repainted. its polished wood dash and steering wheel, split bench seating,
It was stored in a climate controlled facility and driven sparingly. Classic Showcase - 'Classic Showcase - Oceanside, California - www. and its Smiths gauges. Classic Showcase - Oceanside, California -
Oceanside, California - www.classicshowcase.com - T:001 760 758 6100 classicshowcase.com - T:001 760 758 6100 www.classicshowcase.com - T:001 760 758 6100
J72-750 J65-570 J71-991

1967 420G 4.2 Sedan 1972 XJ6 Series 1 4.2 Sedan 1965 Jaguar XKE Series I 4.2 OTS 1971 Jaguar XKE Series 3 V12 2+2 VIN#
The Jaguar 420G Sedan comes to us from a collection, and is a highly This Jaguar XJ6 is a 2-owner from new example, with It is not often that you find an E-Type with less than 1S70991BW
a documented history of ownership. To preserve the
original California example that is in wonderful condition with a great
California-native history. The current owner of this 420G is thought to originality and patina of this XJ6 sedan, Classic Showcase 30,000 miles that is original as this car. This would be a This 1971 Jaguar Series 3 E-Type 2+2 is an original California Blue-Plate
has scheduled a full cleanup with very light restoration spectacular car to perform a preservation restoration to or car, and a great driver-level example that is a perfect candidate to improve
have been the Sedan’s 4th owner from new, based on documentation and work and improvements; in addition, we will perform a you can take it to a high level show car if you wish. upon as you drive and enjoy it. The 2+2 has held long-term single-family
records residing with the car. full service to all of the car’s mechanical systems, as well Classic Showcase - Oceanside, California - ownership, and has been routinely maintained and serviced by Jaguar
Classic Showcase - Oceanside, California - as a full detail under the bonnet, undercarriage, and trunk www.classicshowcase.com - T: 001 760 758 6100 Professionals at Carlsbad British Motorcars of Carlsbad, CA..
www.classicshowcase.com - T:001 760758 6100 area. Classic Showcase - Oceanside, California -
www.classicshowcase.com - T: 001 760 758 6100 California - www.classicshowcase.com - T:001 760758 6100
J62-254 J71-273 J91-853 J73-622

1962 Jaguar XKE Series 1 3.8 OTS 1971 Jaguar-XKE Series II 4.2 FHC 1991 XJS V12 Convertible 1973 Jaguar XJ6 Series 1 4.2 Sedan
VIN# 877245 This limited owner 1971 Jaguar Series II XKE Coupe This 1973 Jaguar XJ6 was purchased by its most recent
is the last production run equipped with the 4.2-liter This spectacular, limited special edition Jaguar XJS is very original car with owner in 2018. During prior ownership the car was
We have found a hidden treasure, and it is a “barn find” in the six-cylinder twin overhead cam engine producing 180 hp. limited ownership. The car is in like-new showroom condition, and presents
truest sense of the word. This 1962 Jaguar E-Type Roadster Also equipped with a 4-speed synchromesh transmission, just as wonderful as it did when new. The XJS’ last owner was a Jaguar refurbished and enhanced, which included refinishing the
exterior in Red, installation of 15" chrome-finished wire
is a unique example, whose previous owner modified and 2-side draft Stromberg carburetors, 4-wheel independent Club member who took great care in maintaining the car, campaigning the wheels to give it a sporty British stance, modification of the
modeled after Jaguar's ultra-rare and early lightweight race suspension with double A arms, torsion bars in the front, car at local JCNA events.
car, the E2A. California - www.classicshowcase.com - T:001 4-wheel servo assist disc brakes, and power steering. Classic Showcase - Oceanside, California - www.classicshowcase.com - twin SU carburetors,with
4.2-liter inline-six a European-specification head and
and conversion to a four-speed manual
760758 6100 T:001 760 758 6100 transmission.
J77-539 J67-755 J61-442 J66-333

1977 XJ6C Sports Coupe 1967 Jaguar 340 'Mark II' 3.8 Sedan 1961 Jaguar-XKE Series 1 3.8 OTS 1966 Jaguar-XKE Series 1 4.2 OTS
This 1977 XJ6C Sports Coupe is a very original car and a solid example It is very rare to find such a beautiful original example on the market today, Classic Showcase has just completed a comprehensive no-expense-spared, nut and bolt Here is a great opportunity to own one of the most desirable classics ever produced. This 1966 Series
that has been very well maintained and regularly serviced. This particular especial y one with very long-term ownership who cared for this Sedan, keeping rotisserie restoration to the 132nd Jaguar E-Type Roadster ever produced! This first-year 1 E-Type is one of the most desirable models, and comes in a highly attractive color combination of
example features the rare Pillar-less Window post design, and while it just as beautiful as the day it was built. This is a great Jaguar that should production run example exhibits all the early sought-after Series 1 features these cars are known Golden Sand over a Black interior. The roadster has been maintained, enjoyed, and garage-kept by
sporty, the car has more than enough room to accommodate up to 5 go to a collector that is going to be proud to be its next caretaker for years to for, including flat floors, welded louvers, and outside bonnet latches. This E-Type is an excellent its previous owner. It is equipped with a 4-speed, tripe SU carbs, covered headlights, bucket seats,
adults comfortably. come. This beautiful 340 Jaguar wil come with a recap of all its major service candidate for campaigning in your favorite Show or Concours event, making it a wonderful choice center console, armrest, ful instrumentation, and wire wheels. The XKE is available now ‘as-is’, but
Classic Showcase - Oceanside, California - www.classicshowcase. during its past ownership from 1968 to December of 2018. Classic Showcase - for the discerning Jaguar collector looking to pedigree an exceptional, first-generation E-Type! would make a wonderful restoration candidate to take to a higher level. Classic Showcase - Oceanside,
com - T:0017607586100 Oceanside, California - www.classicshowcase.com - T:001 760758 6100 Classic Showcase - Oceanside, California - www.classicshowcase.com - T:001 760758 6100 California - www.classicshowcase.com - T: 001 760 758 6100
 Joining is quick and easy via the
interactive form on our website.
Once completed, you instantly
become a member of the Club and
can immediately take advantage of
the extensive range of member
benefits on offer.
Need convincing? Why not have a
chat with one of our team on
0117 969 8186?

www.jec.org.uk/membership

As a Club member, you have access to special

discounted insurance schemes. We’ve
partnered with three insurance companies
who offer our members classic and modern
car insurance policies designed to cater to
the needs of the most dedicated enthusiasts.

Club members also benefit from an exclusive range of offers and discounts from leading companies including:

*For a full list of partners and discounts visit www.jec.org.uk

Jaguar Enthusiasts’ Club | Abbey Wood Office Park, Emma Chris Way, Filton, Bristol, BS34 7JU
 ON SALE FRIDAY,
9 JULY 2021

TWR XJ-S
Cabriolet 6.0
egnahc ot tcejbus stnetnoC

E-type Series 3 automatic XF Sportbrake D200 Mk 2 3.4

We take a drive in an E-type V12 that’s What better car to take to the UK The 1965 saloon has been slowly and
been improved thanks to a modern six- mainland’s most northerly campsite than methodically improved to be driven and
speed transmission Jaguar’s new hybrid estate? enjoyed. We explain how
PLUS: A track test of the one-off XKR-R, the most driver-focused X100 that Jaguar ever built
AND: Which is the best Nineties saloon: an XJ40 or Alfa Romeo 164?
All in the August 2021 issue of Jaguar World, on sale Friday 9 July 2021
112 | Jaguar World / July 2021
 Professional cleaning and
restoration services for leather,
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• Bumper 68 Page Catalogue
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Contact Andy 07831155523
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T
XK 140 disqualified from Le Mans,28-29 June 1956
HE C-TYPE and D-type may
have owned the Le Mans 24
Hours during the Fifties, with
five victories between them,
but they weren’t the only
Jaguar sports cars to take part in the
famed endurance race at this time. As well
as several XK 120s in the early part of the
decade, the sole XK 140 to ever race there
came close to a top-ten finish 65 years ago,
before being disqualified on a technicality.
The car in question was a green right-
hand-drive fixedhead coupe, chassis
804231, produced in June 1955. Registered
PWT 846, its first owner was the son of
rich Halifax mill owner Robert Walshaw,
who was more interested in motor racing
than taking over the family business.
In the early Fifties, Walshaw competed
in the Monte Carlo Rally in a Hillman Minx
and, in 1952, established a new record for
the London-Cape Town Rally of 13 days,
nine hours and six minutes, in a Humber
Super Snipe. Walshaw was also successful
on circuits, winning a Silverstone sports car
race driving a Lotus IV in June 1954.
In March 1956, he took part in the British
rally with the XK 140, winning five stages.
Yet he had a bigger event planned: the Le
114 | Jaguar World / July 2021
Mans 24 Hours in June. Walshaw sent the
car to Jaguar’s competition department
at Browns Lane for some remedial work
following the rally, which quickly became a
complete racing conversion.
Firstly, the 3.4-litre XK engine received a
cylinder head and camshafts from a D-type,
while a pair of two-inch SU carburettors
increased the power to 230bhp, close to
the competition car’s 250bhp. A closely
spaced competition ’box replaced the
original overdrive transmission, and stiffer
springs were fitted at the rear. Removing
the bumpers and adding an aluminium
bonnet and bootlid made the body
considerably lighter, while the nose received
slots for cooling the engine and brakes.
Finally, a larger 137-litre fuel tank and
the battery were repositioned to the
rear for improved weight distribution.
Strangely, though, all the interior’s walnut
trim was retained.
The conversion cost £1,200, which was a
huge sum of money, especially considering
the car’s original £1,766 purchase price.
Walshaw’s co-driver for the event was his
friend Peter Bolton, from nearby Leeds. The
pair drove to Southend Airport, where the
car was flown to Le Touquet on the French
coast, before driving it the 250 miles to
Le Mans.
The XK 140’s potential was soon proved
as Walshaw reached fourth in the early
stages of the race, mixing it with more
exotic machinery. Although the Jaguar then
slipped down the grid, by lapping smoothly
and reliably, Walshaw and Bolton remained
ahead of their main rival, a standard
Mercedes-Benz 300SL, and by Saturday
evening they were 23rd. Better still,
overnight retirements meant that when
dawn broke on the Sunday morning the
XK 140 was 14th and climbing.
However, while the car was in 11th place
and with just four hours of the race left,
it was black flagged for refuelling several
hours earlier, supposedly one lap before
the minimum stint of 34 was over. It was
a bitter disappointment for Walshaw and
Bolton, who could have easily broken into
the top ten, a few positions down from the
works D-type of Mike Hawthorn and Ivor
Bueb (seen here about to lap Walshaw’s
XK 140) that came home sixth.
Incredibly, the sole XK 140 to ever race
at Le Mans survived its racing career, and
was restored in 2016 by marque specialist
Classic Motor Cars, in Bridgnorth.
 CARS FOR SALE

1965 E Type 4.2 MK2 3.4 1961

Roadster Genuine RHD This MK2 has an
car with hard & soft top
Fast road spec. XK150S 3.8 Roadster all-synchro gearbox and
power steering.
Matching numbers. 1959 3.8 RHD was a LHD 3.4. It has had recent body
Fitted 123 tune ignition This is a very correct car with the original chassis, work and comes with
mapped to suit. brakes, steering etc. Very rare in this condition. photos of the work done.
£145,000 £195,000 £35,000

XK150S 3.8 FHC XK150 Special

1960 late car. Genuine Built in Genuine RHD
RHD car, Very original low
mileage car with matching January 1962 3.8 E Type XK150 3.4 FHC chassis.
Rebuilt in the 1960’s
numbers, Never restored. FHC flat floor car, matching numbers, was LHD, now RHD with a homemade open
Fitted with a Webasto sun fully restored. The body is superb, but it does not have the 2-seater body, similar to a
roof. An important car. recessed louvre bonnet, Alloy rad, brake upgrade etc. pre-war car.
£195,000 £165,000 £31,500
REMAPPING NEW WEBSITE
A sensible offer may be
considered on any of the
above cars Check Out
We try to sell the best quality www.ukjag.co.uk
parts available and give free We can map a 123 Tune to suit your car For new spares, cars,
advice on fitting them. and send it ready to fit.
Includes 123 Distributor, Sports Coil, Switch, Leads & prices and more!
Spark Plugs.

Unit A, Holme House Farm, Owday Lane, Worksop, Notts S81 8DJ
Open Monday to Friday 9am - 5pm
And Saturday Mornings, please ring before visiting.
FIND YOUR JAGUAR PART AT WWW.SNGBARRATT.COM Search parts

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OVER THE WORLD, MANUFACTURING PARTS THAT ARE NO LONGER AVAILABLE AND
SAFEGUARDING THE FUTURE OF MANY HISTORICALLY IMPORTANT VEHICLES.

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